Jaguar XK180 Concept #1:
Jaguar XK180 Concept #1:
Jaguar XK180 Concept #2:
What's with the badge on the car in the 2nd pic? It doesn't really look like a Jaguar badge to me... And from what year is it?
"The best thing about this is that you know that it has to come from a country where drugs is legal"
Top Gear on the Vandenbrink Carver One
Dont know about the badge, but the car is from 1998 (its in the files name)...Originally Posted by jorismo
Nah - that is a Jaguar badge, its just their red heritage type one.
It looks identical to the Jaguar part of this badge:
This car makes me weak at the knees it's so beautiful.
Thanks for the info... and you too McLarenOriginally Posted by :Exige:
"The best thing about this is that you know that it has to come from a country where drugs is legal"
Top Gear on the Vandenbrink Carver One
THE JAGUAR XK180 A CONCEPT ROADSTER FOR THE NEW MILLENNIUM
Jaguar today unveils a new vision of the classic Roadster. Fifty years after
the Coventry-based company launched the XK engine and the XK120
sportscar, the XK180 concept car has been created to showcase the skills and
talents of Jaguar stylists, craftsmen and engineers.
Inspired by the great Jaguar roadsters of the fifties and sixties, the Jaguar
XK180 was hand-built in the company's Special Vehicle Operations (SVO)
workshops at Browns Lane in Coventry. Although not intended for
production, the concept car is based on a shortened version of the
supercharged XKR convertible, which was introduced earlier this year. The
all-new bodywork, hand-made in aluminium, follows a styling theme that
combines influences from past Jaguars with completely modern styling. The
AJ-V8 power unit is modified to produce 450 horsepower and the brakes,
wheels and suspension are upgraded to match the engine's performance.
The Jaguar XK 180 is the first major project from the newly re-established
Special Vehicle Operations Department. Originally formed after the Daimler
Limousine ceased production in the early nineties, the department is staffed
with craftsmen skilled in every aspect of vehicle manufacture and expert in
producing bespoke vehicles for individual customers.
"The XK180 graphically illustrates the skills we have available in SVO,"
said Nick Scheele, Jaguar's Chairman and Chief Executive. "In the future we
will be using these skills to produce components and systems for those
customers around the world who want to enhance aspects of their vehicle's
performance. Whilst the great majority of our customers are completely
satisfied with the specification and performance of their cars, a number of
customers have asked for a more individual approach. SVO will, in future be
able to satisfy this demand from our customers."
The concept car features a system of fingertip gear-selection by controls
mounted on the steering-wheel, developed by Jaguar specially for this
project. The detailed attention paid to the car's mechanical specification
underscores Jaguar's philosophy that concept cars should not be just static
showpieces but fully engineered vehicles. Many of the engineering features
incorporated into XK180 have been road and track tested on a fully
instrumented engineering prototype.
Some thirteen and a half inches (345mm) shorter overall than the XKR, the
XK180 was styled in the Jaguar Styling Department under the eye of the
company's director of styling Geoff Lawson. The lines of the car are the
work of Keith Helfet, a senior designer at Jaguar and best known for his
work on the XJ 220. Helfet's brief was to celebrate the fiftieth anniversary of
the introduction of the XK series and he drew Influences from a range of
XK-powered machines, notably the D-Type. The result combines echoes of
past racing Jaguars, in the shape of its rounded nose and the headrests behind
the seats, and such unique Forms as the 'double-bubble' windscreen.
Whilst the XK180 may be reminiscent of the D-Type in shape, this heritage
is combined with modern technologies. The sculptured rear end styling
incorporates a unique rear light cluster specially developed by Valeo for
XK180. Twenty four light emitting diodes (LEDs) provide the light source
for the rear lamps, direction indicators and stop-lights.
Jaguar sports cars have always offered luxurious driver and passenger
accommodation in addition to outstanding performance but in the Fifties and
Sixties the range always included a 'Roadster' model which put performance
before luxury.
"By combining style with an enhanced engineering specification we were
creating a car which was the spiritual successor to the classic Jaguar
roadsters," said Geoff Lawson.
The roadster spirit is evident in the cockpit of the XK180. It uses high-
performance components - in the shape of racing seats with full safety-
harnesses -and then adds a touch of Jaguar luxury by trimming the seats in
the finest Connolly leather. There is tradition too, with a dashboard in
engine-turned aluminium carrying switches that echo the style of the great
Jaguar Le Mans winners of the Fifties.
The aluminium body panels were all formed by hand and assembled at
Abbey Panels of Coventry. Abbey Panels Ltd. is an old-established Coventry
company with long associations with Jaguar. Among many other projects,
Abbey Panels have collaborated with Jaguar on the construction of the Le
Mans-winning C and D-Types, the legendary XJ13 prototype and the XJ220.
From Abbey Panels the aluminium body was shipped across Coventry to
Jaguar's Special Vehicles Operations Department (SVO) at Browns Lane.
Here. Mike Massey, Manager, SVO, Gary Albrighton, Principal Engineer
and XK180 Project Manager and their team shortened the wheelbase of the
XKR platform by five inches (125mm) to
accept the new body style.
Development of the XK180's engine was carried out at Jaguars Engineering
Centre at Whitley, Coventry. The engine was modified by increasing the
supercharger speed by 10 percent and this, together with modifications to the
intercooler, induction and exhaust systems, raised the maximum power of the
4.0-litre unit from 370 bhp in standard form to 450 bhp.
The standard five-speed automatic transmission of the XKR and the 'J-Gate'
have been modified to incorporate a sequential gear selector system
controlled by push buttons on the steering-wheel. This enables the driver to
change gears without taking a hand from the wheel and the selected gear is
indicated by a fascia mounted gauge.
The XK180 suspension is based on that of the XKR, with racing-style
aluminium shock absorbers incorporated in the coil spring/damper units. The
suspension was developed within SVO with assistance from ride and
handling experts at the Whitley Engineering Centre. The Brembo braking
system, with aluminium four pot callipers, features 355 mm x 32 mm cross
drilled ventilated front discs and 315mm x 28mm cross drilled ventilated rear
discs. The unique-styled, two-piece aluminium wheels are the largest ever
fitted to a Jaguar. The wheel rims are twenty inches in diameter, and are nine
inches wide at the front and ten inches wide at the rear. They are fitted with
super-low-profile Pirelli tyres - 255/35 ZR2O Pzero Direzionale at the front
and 285/30 ZR2O Pzero Asimmetrico at the rear.
As he left for Paris and the unveiling of XK180, Nick Scheele, Jaguar's
Chairman and Chief Executive, pointed out that the work of creating the new
concept car had come at a time when the company's engineers had a
particularly heavy workload. "Jaguar is currently committed to the most
intensive new product programme the company has ever undertaken," he
said. "In October, we will launch the S-Type, an entirely new sports saloon
that will double our production and sales. In 2001, another new Jaguar saloon
- the X400 - will make its debut.
"These two major programmes, together with ongoing work aimed at
continually improving our existing models, mean the company's engineering
resources are working at full stretch. But Jaguar would not be Jaguar if the
men and women who develop the cars of tomorrow could not find the time
and enthusiasm to create an exciting special project to celebrate this
landmark anniversary in our history. They did it fifty years ago when they
designed and built the XK 120 record-breakers. They did it with the XK-SS
road-going version of the D-Type and with the lightweight E Type. The
XK180 is proof that this creative spirit is still an essential part of Jaguar."
FOR FURTHER INFORMATION: Communications and Public: Affairs
01203 203321
Last edited by Matra et Alpine; 04-10-2006 at 07:17 AM.
"A woman without curves is like a road without bends, you might get to your destination quicker but the ride is boring as hell'
JAGUAR XK180
AN ENGINEERING HERITAGE
On the morning of Monday May 30th 1949, a twin-engined DC3 aircraft
lumbered off the runway at London Airport. On board were Jaguar's founder,
William Lyons later to become Sir William, for his services to exporting -
and a group of motoring journalists. They were on their way to Jabbeke, in
Belgium, to observe the proof that the '120' designation of the new XK 120
was genuinely based on the car's maximum speed in miles per hour. By
dinnertime they were back in London, and the following day's papers carried
stories of how they had seen works test driver Ron Sutton cover the flying
mile at a speed of 126.448 mph.
This speed though was set with the car's normal windscreen, hood and
sidescreens in place. Jaguar's engineers knew that with a little adjustment, the
car would go even faster. So they removed the weather protection and
replaced it with a small curved screen in front of the driver. Sutton set off
again and this time set a speed of 132.596 mph - before driving past the
assembled journalists in top gear at just 10 mph!
The XK 120's record-breaking runs at Jabbeke were early proof that it is in
the blood of Jaguar engineers to take their best and make it better. It is a
philosophy that was to lead to wins in the world's toughest endurance race at
Le Mans, world championships and some very exciting cars.
The XK 120 was conceived as an exhibition-piece, to draw attention to
Jaguar's new 'XK' six-cylinder engine at the first post-war London motor
show. The two-seater was designed to gain publicity for the new engine because the saloon car for
which it was intended was not yet ready for production. Jaguar needed to
make its mark at the show and a hand-built sports car that would showcase
the new engine was the best way to do it. The XK 120 was created and
caused a sensation - such a sensation that Jaguar was forced to reengineer the
aluminium-bodied special in steel, so it could be produced in the numbers
required to satisfy the world's demand.
By 1950, the XK 120 was being produced in sufficient quantities for a team
of privately-owned cars to compete in the Le Mans 24-hour race, where two
of them finished twelfth and fifteenth. Like many customer cars, the Le Mans
120s were prepared at the jaguar factory and once again their performance
encouraged the engineers to do better. The result was the XK 120C. The 'C'
stood for 'Competition', and almost as soon as the new car made its first
appearance, at Le Mans in 1951, it became known as the C-Type.
Developed around the XK engine, the C-Type was evidence of the way in
which the science of aerodynamics was beginning to influence racing car
design. Its shape was the work of Malcolm Sayer, who had come to Jaguar
after working for the Bristol Aeroplane Company. and it combined efficiency
and elegance in a blend which made it one of the best-looking cars of its
time.
The C-Type was to win at Le Mans and go on to win the French classic again
in 1953. In between, it achieved success across the world in the hands of both
the Jaguar factory team and private owners and throughout its life it was to
benefit from continuous improvement by the company's engineers. Perhaps
the most important of those developments was the application of disc brakes,
which were first used in the successful outing at Le Mans in 1953.
While the C-Type led the tracks, the XK 120 was spreading Jaguar's fame
and beating sales records in markets across the world. The engineers were
happy for their sales colleagues, but they wanted speed records too. In 1953,
a Spanish Pegaso had gone to the Jabbeke straight - which was in fact part of
the normal motorway between Brussels and the Belgian coast - and set a new record of over 150
mph. The men of jaguar were stung into action and in October of that year
they returned to the scene of their 1949 triumph.
They came with an XK 120 that had a specially-prepared engine and a body
smoothed and streamlined to help it cut through the air as efficiently as
possible. The headlamps were rounded, and the parking lamps were removed
from their place on top of the front wings. The bumpers were removed, a
metal cover hid the passenger seat, and in place of the racing screen of the
1949 car was an enclosed bubble canopy, similar to that of a fighter plane.
Test driver Norman Dewis drove the car to a speed of 172.412 mph, proving
to anyone who might have been tempted to question the fact that Jaguar had
the fastest production sports car in the world. Once again, the engineers of
Coventry had decisively made their point.
Back in the racing department in Coventry, the engineers were working on
something to follow the C-Type. Once again a combination of Sayer's
aerodynamics and the XK engine created a classic, the D-Type. The D-
Type's first appearance was at Le Mans in 1954, when it was beaten by just
2.5 miles - out of a total distance of 2,523.5 miles. Second place in its first
race was pretty good, but this was just the start of the D-Type's racing career.
In the following three years it was to score a hat-trick of victories at Le Mans
and amass uncountable wins in the hands of private owners.
Building racing cars for sale was not unusual in the Fifties but in 1956 Jaguar
created a stir when it introduced a version of its race-winning D-Type which
was adapted for road use and totally 'street-legal'. This was the XKSS, a D-
Type with a full-width windscreen protecting both the driver and a
passenger, who would be in the fortunate position of enjoying at second hand
all the speed and performance of the most potent sports car of its day.
The XKSS had doors, fixed sidescreens and a hood, which when folded was
protected by a neat cover. There was even provision for carrying luggage -
although it came not in the form of a boot, but of a small rack mounted
behind the cockpit! Sadly, the XKSS was to have the shortest production run
of any Jaguar. It was announced on January 20th 1957, but on February l2th
much of the Browns Lane plant was gutted by fire. All the production tools
for the car were destroyed, and the 16 cars that had been built were the only
XKSSs ever made.
Although the D-Type's final victory at Le Mans came in 1957, the factory
participation in racing ceased at the end of the 1956 season. The reason was
simple; Jaguar was - and still is - a company that worked with a small team
of highly-skilled and tightly-focused engineers. Sir William Lyons wanted to
translate the track success of the C and D-Types into a road car, and the
company needed to devote all its engineering efforts to that end.
The result came in 1961, when the world was stunned by the arrival of the E-
Type.
Created as a direct descendant of its racing forebears, the E-Type was
developed through a third, less well-known generation after the C and D-
Types, a car known as 'E2A'. E2A was another example of the Jaguar
engineering principle of taking the best and making it better - except that in
this case, 'the best' still only existed as a prototype. The prototype was that of
the E-Type, known internally at Jaguar as ElA. Since 1957, E1A had been
carrying out a rigorous programme of testing in preparation for the launch of
the new road car in 1961.
One of the most exciting aspects of the E-Type was its radical new
independent rear suspension, and in 1960 it was decided to test this new
development on Jaguar's toughest test track - the 24 Hours of Le Mans. The
problem was that Jaguar was not officially involved in racing and the E-Type
did not officially exist, so the car had to be entered by an old and trusted
customer, the American Briggs Cunningham.
Driven by Walt Hansgen and Dan Gurney, the car failed to finish, but it was
the engine - a 'small' version, of 3 litre capacity rather than the 3.4 litres
which was the XK's ideal 'fighting weight' - which gave up the ghost. The
two aspects of the design which E2A was mainly designed to prove, the rear
suspension and the aerodynamic shape, performed perfectly, with the car
running close to 190 mph on the long Mulsanne straight.
By March 1961 the E-Type itself was a reality. The combination of Malcolm
Sayers shape and Sir William Lyons' eye for detail was an immediate
triumph, and by April 1961, the car was already being raced by customers
with help and encouragement but without direct involvement - from the
Jaguar factory.
But once again, the engineers and designers wanted to see how far they could
go with the production car as a base. The result was a number of so-called
'lightweight E-Types' developed at the jaguar factory so that they could be
raced by a small group of faithful customers.
The last of a dozen of these cars has just been sold for almost 5900,000 in
America. Laid-up in a California garage since 1964, it is now being returned
to Britain to undergo restoration. When that process is completed, the car will
race once more.
The Lightweight E-Type was the final expression of the Jaguar engineers'
creativity on the base of the XK engine, although the power unit remained an
integral part of Jaguar production until the late Eighties.
Now, fifty years after the first appearance of the aluminium-bodied XK 120,
the company's designers and engineers have made their own tribute to
Jaguar's heritage in the shape of XK180. It is a Jaguar that combines
technology and performance for the new millennium with half' a century of
pride in the letters 'XK'.
ends...
FOR FURTHER INFORMATION: Communications and Public Affairs
01203 203321
"A woman without curves is like a road without bends, you might get to your destination quicker but the ride is boring as hell'
BUILDING THE JAGUAR XK180
AN EXERCISE IN ACCELERATED DEVELOPMENT
Jaguar's XK180 concept car progressed from an idea to a running reality in a
little over ten months. Skilled craftsmen from the company's Special Vehicle
Operations Department, working closely with a small group of stylists and engineers
who could be spared from Jaguar's intensive new model development
programmes, had just forty two weeks to complete the concept car in time for
the Paris Motor Show. Time and resources may have been limited, but
energy, enthusiasm and pride were available in abundance, and the XK 180 roadster
can take its place alongside such illustrious forebears as the XK 120
record-breakers, the D-Type and the XJ220.
From the outset however, it was also Jaguar's intention that XK180 should
not be a mere static exhibit but that it should be capable of being driven and
should perform like a real Jaguar.
First thoughts about the new car were influenced by the XK 120 that
established new speed records on a stretch of motorway at Jabbeke in
Belgium in 1949. Its performance dispelled once and for all any doubts about
whether the XK 120 could achieve the 120 miles an hour its name implied
and it was the basis on which every succeeding XK-engined performance car
was created. The second influence was the Jaguar D-Type, whose superb
styling cloaked Le Mans-winning performance in aerodynamic good looks.
Working on the characteristics of these two historic Jaguars, it was decided
that the new concept car should be derived from the XKR, the supercharged
sports car the company was preparing to launch in the spring of 1998. The
two men who would be responsible for conceiving and building it, Principal
Designer Keith Helfet and Gary Albrighton, the Principal Engineer of
Jaguar's Special Vehicle Operations (SVO) department, discussed the project
with Chief Stylist Geoff Lawson and SVO Manager Mike Massey. The
conclusion that was reached was that a shortened version of the XKR with a
more powerful engine would be a fitting basis on which to start.
Work began in SVO on the practicalities of shortening an XKR underframe,
while Keith Helfet - the stylist behind the shape of the Jaguar XK220 -
sketched possible styling ideas on paper and on the computers that today play
such an important part in the styling process.
"We want a Jaguar, not a compromise," he and Albrighton reported back to
their bosses. They agreed and work started immediately with the Paris Motor
Show in late September as the deadline.
That date was just ten months away.
Within eight weeks, an XKR platform had been modified by SVO, with five
inches cut out of its cockpit and provision for shorter front and rear body
sections incorporated. While this was going on, Keith Helfet was working in
the styling department on first designing the new body and then converting
that design into a full-scale clay model.
From the beginning, it had been decided that the new car would have an
aluminium body, which would be both efficient in manufacturing terms and
true to the XK heritage. The original XK 120 had an aluminium body
because it was intended as a limited production car and it was being built
against a tight schedule. Replace the 1948 London Show with the 1998 Paris
Show and the circumstances were the same.
During February and March, the full-size clay model was taking shape at
Loades Design, a sister company of Abbey Panels, the old-established
Coventry company whose collaboration with Jaguar goes back many years.
In addition to many other projects. Abbey Panels built the bodies for the C-
Type and 0-Type Jaguars and the company had also worked on the legendary
mid-engined XJl3 prototype and on the XJ220. There was therefore an
instinctive understanding of what was required in the construction of very
special Jaguars.
By April the clay model design had been approved. During the following
weeks Keith Helfet supervised the detailed modifications to the clay model,
which would be used to create the tooling aids and moulds from which the
aluminium panels would be formed. For a production car, the clay would
have been digitised in order to create tools, but such was the rush on this
project there was no time - and no need to use such modern 'time-saving'
methods for a one-off vehicle.
As the preparations for creating the body continued, SVO was creating an
actual 'cut and shut' XKR to act as a test 'mule' for the shorter, more
powerful, concept car. Since it had to be capable of being driven to the levels
its modifications would make possible, the engineers wanted to evaluate the
proposed chassis and engine changes in real world conditions. The 'mule' was
a purposeful evolution of a standard XKR, equipped with a full racing safety-
cage that spoke volumes about its performance and purpose.
By the end of May the tooling aids were ready, and the task of shaping the
concept car's body could begin. Working from formers and shapes created on
the basis of the clay styling model, Abbey Panels' craftsmen began to form
every panel of the new car. They worked entirely by traditional methods,
rolling and shaping the components using nothing more than skilled
application of hand and eye.
The body began to take shape in early May, and by mid-June it was ready for
painting. As in any concept car, colour plays an important part in the overall
design, and Keith Helfet's choice looked back to one of his favourite Jaguars.
the D-Type. Helfet selected a paint that combines echoes of the metallic blue
of the Ecurie Ecosse D-Type which won at Le Mans in 1957 with undertones
of green and gold. It is a colour which would have been impossible to
achieve in the days of the XK 120, and is one of the most obvious signs of
Nineties technology in the new car.
By now the mule was racking up the miles necessary to test and fine-tune the
engine and chassis modifications. All these modifications had been carried
out by engineers at Jaguar's Technical Centre at Whitley, and they were
designed to add power and performance which would match the car's image
and heritage. Engine modifications increased the 370 horsepower available in
the production XKR to an even more impressive 450, while racing
suspension with adjustable dampers and larger brakes, wheels and tyres
ensured the extra power was well controlled.
Using the handling circuit and the high-speed track at MIRA, the engineers
began to fine-tune the modifications in order to come up with a specification
the SVO workshop could follow when the time came to start building the car.
Meanwhile, Helfet and his colleagues began to work on the cockpit design,
styled, like the exterior, with a retro-influenced cloak over modern
technology. Ergonomics were important, as were looks, but Helfet's design
policy was also heavily influenced by tactile sensations. "I wanted everything
you touch in the cockpit to be metal or leather," he explains. "It formed all
my ideas about the instrument-panel, where I wanted the switchgear to have
a look and - just as important - a feel of past Jaguar sports and racing cars."
It took four weeks to design the interior and another two weeks to create the
moulds that would be used to form the necessary panels. It was now July, and
the Paris launch date was less than three months away. But everything was
coming together according to schedule, and final assembly of the car was
under way under a cloak of secrecy in the SVO workshop.
The workshop's previous function was the manufacture of the elegant
Daimler limousine. The bespoke nature of that operation meant that almost
every job was different, with many of the limousine customers requiring
individual touches to what was an already-luxurious specification. This work
has led to a small workforce with a unique combination of skills. and all of
them came into play as the new car took shape.
While the body-men assembled the aluminium panels, the chassis specialists
were building up the special components Whitley had specified to achieve
the required handling. The specially-prepared AJ-V8 engine was installed by
workers who had started at Jaguar when the six-cylinder XK power unit was
Jaguar's mainstream engine, while trimmers who had shaped the leather to
cushion royalty and statesmen set to work on the racing seats and harnesses
made necessary by the new car's performance.
In the electrical department, work began on adapting switches with the style
of the Fifties and Sixties to operate with Nineties technology. It was not an
easy task, for even such an action as turning on the headlamps of one of
today's Jaguars involves more electronics than were to be found in a
complete XK 120.
Working with outside specialists who supplied such components as the
wheels and the uniquely-shaped windscreen. SVO worked throughout July,
August and the early part of September. By the middle of the month the car
was ready to be photographed, and in the following week all the tiny detail
jobs were completed before it was carefully (loaded for transport to Paris.
Jaguar's concept car was ready - XK 180 was a reality.
ends...
FOR FURTHER INFORMATION: Communications and Public affairs
01203 203321
"A woman without curves is like a road without bends, you might get to your destination quicker but the ride is boring as hell'
Not building this car, was probably one of Jaguars biggest mistakes (who am I to say this anyway?). Some styling cues are present in the beautiful XK8, but the proportions of this car make it very special.
I love the Top Gear episode in wich Needell does some great slides with it. The sound is fantastic.
Money can't buy you friends, but you do get a better class of enemy.
^^very strange , as soon as i seen the F-Type thread, i googled that video and watched it, crap quality though .
I have it on Tiff's "Fast And Furious 2" video too.
I love this car have model in british racing green really nice
Last year me Dad was at a confrence at royal aviation society or somin like that, he met the director of some group again cant remeber exactly, aparently the guy owns one of these its highly possible seeingas hes earning big bucks.
The best part is aparently he loves driving it down to the le Mans every few years, so at least its not being wasted in a garage.
And i agree Jaguar Should have released it but it was probably ford that said no because it would have taken sales away from
Aston <artin because it would have been in the same category, they gave that excuse before with other cars.
Its a shame, love tha car
TVR, Heres to Peter wheeler and his last creationg of the Scamander.
Coventry seriously sucks....
Originally Posted by matek
Highly impossible, as this is a one-off, belonging to Jaguar.
I don't believe this is a car that could compete with Aston models. It's a completely different concept of car.
Money can't buy you friends, but you do get a better class of enemy.
They made a left hand and a right hand driven version. Both completely running, apparent one Journal crashed one at some point....
I saw one in 2004 at Bruntingthrope Proving Ground during the Formula Student weekend. The main track(airport strip and some corners added on, we are on the side near the Karting track) was rented out by Jag to do some testing or something. They were having XKR, XJR, and S type R blasting down the track all weekend, and they had this thing running too......sweet sweet car....
University of Toronto Formula SAE Alumni 2003-2007
Formula Student Championship 2003, 2005, 2006
www.fsae.utoronto.ca
People have baught Ferrari concepts for the right price also Ital design have sold some of there concepts so why wouldnt Jaguar sell theres???
And how is it in a different league???
I'd rather have one of these than an Aston.
TVR, Heres to Peter wheeler and his last creationg of the Scamander.
Coventry seriously sucks....
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