2024 Land Rover Defender 130 V8

The 2024 model, a mightier defender than the last, is a luxury, top-quality, midsize SUV that exhibits its high-performance attributes on and off the road. 

With the vehicle’s off-road prowess and superior space, you are sure to have eyes staring till you are out of sight. Driving in this Land Rover gives you the confidence to move around in a comfy and capable vehicle.


The 2024 Land Rover Defender 130 is fully equipped with 21st-century intuitive technologies for all kinds of adventures. It will be available in 5 trims and comes with a color palette scheme. The technology is updated regularly to guarantee visibility, convenience, and connectivity.

There are also unique, precise details like the wood veneer and noble chrome materials that elevate the design intensity even further. The expansive touchscreen on the center dash has increased brightness and shows an extended portion of the route ahead while navigating.

A panoramic sunroof allows the natural light to bathe the front seats when it slides open. The other glass roof, which is special to only this model, ensures that occupants of the third-row experience the same authentic feel of the Defender vehicle as everyone else in the Land Rover.

The finishing touches in the interior come in a variety of options, which also include light oyster-perforated Windsor and vintage van leather. The cushion width and legroom of the third row are greater than any other seat rows in the vehicle, having cup holders, USB-C charging ports, and armrests. There’s even more room for passengers and cargo in the third row.

The Engine and Performance

The 2024 Land Rover Defender 130 V8 has mild-hybrid engines and standard equipment.

Land Rover’s new model is powered by a twin-turbocharged V8 engine fitted with off-road upgrades that deliver about 600 horsepower. It uses a 5.0-liter displacement engine to sprint from 0 to 60 mph in 4 seconds. It might crawl in corners, but there’s no stopping on straightaways, with a departure angle of 28.5 degrees.

Although it is slightly lower than the Defender 110’s 40-degree departure angle, it still has a competitive edge among its off-roading rivals. This model also features an exhaust with quad tips made from titanium, raised suspensions, wide wheel arches, and mud flaps.

The Defender is built to smoothly handle all sorts of terrains owing to its off-the-road capabilities and on-road natural performances. It takes you confidently and carefully from urban jungles to sand-shifting terrains and finally scales you successfully through an icy environment, thanks to its accessory packs; the explorer pack, the country pack, the adventure pack, and the urban pack.

The Defender 130 also offers a four-zone climate control system for cooling and heating the vehicle in these zones, independently operated for the three rows of seats.

The Exterior Styling

The exterior styling doesn’t fall below your expectations considering the luxury of the Defender 130. Its unique silhouette displayed throughout the vehicle’s smooth bodywork is no match, an immediate indicator of all the characters the Defender can perform.

This new Defender features huge fender flares and wider flares. There are also massive air intakes and more lightweight components owing to the size of this beauty, with the air suspension being standard. Defender is styled with the toughest materials created for optimum durability, but it also has its own limits.

The lightweight wheels come in huge sizes of 20 inches, which only means that the brakes are larger for reliable control on the wider track. The spare wheel covers are body-colored, which improves the deliberate and cohesive aesthetic design. 

Its vertical length, from the tip to its spare wheel, measures up to 5,358 mm, making it impossible to overlook. At the same time, the wheelbase has the same measurements as the five-seater Defender 110 model, which is 3022 mm. 

The LED lights are boldly placed at both the front and rear of the vehicle, with extra illuminators. The word “defender” is also inscribed on the front bumper, in all caps, screaming exclusivity. You can also find the Land Rover symbol below it and at the side.

The Interior Design

The 2024 Land Rover Defender 130 is an eight-seater, having three rows of seats in a two-three-three setup, offering the occupants unrivaled comfort. 

The second and third rows of seats will be folded down. With this arrangement, the entire body length of the Defender 130 boasts 80.9 cubic feet of cargo space, which is a lot of space. The roof will also have a load limit.

According to Land Rover, the cabin offers an extra length of 34 centimeters, surpassing the Defender 110 by 13.38 inches, which increases cargo capacity and passenger space, implying that there will still be a reasonable amount of cargo space even when all seats are occupied. With this space, you can confidently fit in a complete entertainment set.

Speaking of the infotainment system, this model is exclusive to the 11.4-inch touchscreen in the center dash. Control buttons will also be on the door panels, center dash, and steering wheel. You can configure the center console at the front to your style, either with or without a refrigerator. 

The interior compartment will be wrapped with leather-free and wood appointments and can be customized to suit the customer’s demands on both material and color. The leather-free material engaged is a new one Land Rover calls “resist.” It is also used for carpet mats, and luxury carpeted cargo spaces.

It has a low carbon footprint compared to other leather alternatives used in previous models. The resist material has been tested and shown to have extreme durability, a soft feel, a fine grain appearance, and is easy to maintain.

The Price

The base price starts at $69,350. The actual cost for a fully equipped Defender 130 Land Rover comes to $86,750, and this is without the additional upgrades that make the vehicle more luxurious.

If you then decide to add the cost of a few upgrades, you will easily come down to a six-figure price. Of course, a V8 is the most expensive, but it is worth its price.


  • Excellent handling and performance
  • Luxurious body style
  • Amazing off-road capabilities
  • Luggage can easily be offloaded


Starting from its intentional stance to its sophisticated, precise surfaces, everything concerning the 2024 Defender 130 exudes brilliance. 

The 2024 Defender 130 combines function and form, capability and space, to achieve an imposing presence. Even looking at the exterior styling alone, the vehicle demands ultimate attention on and off the road.

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Upcoming Land Rover Defender SVX Spotted

Although Land Rover has now firmly established their revived Defender lineup to include the Defender 90, 110, and 130 models, the company isn’t one to rest on their laurels. Recent spy shots have been unearthed of a new Defender that will serve as the high-performance variant. This is currently, tentatively, referred to as the Defender SVX or Defender SR, and here’s what we know about this new Defender so far from these photos.

As the performance version of the Defender, it’s believed that this new SVX will be powered by a BMW V8 motor, likely the 4.4-liter twin-turbocharged motor found in BMW’s X5 and X6 M Competition SUVs. In this trim, the motor put out 617 horsepower and 553 lb-ft. of torque for BMW, which should provide a good ballpark estimate of the output of this upcoming SVX. A frequent comment when the new Defenders were rolled out was that they were just a little under-powered for the size of the vehicle, so these new V8s should prove to be the fix for anyone who was bothered by the original engine choices. With this much power on tap, the SVX is sure to deliver an exhilarating driving experience both on and off the road.

Cosmetically, the SVX mule keeps most of the current “Defender” styling, including the headlights, safari-style windows, and full-size spare tire mounted to the tailgate of the four-door body. The test mule here is based on a Defender 110 size platform. While this mule sports camo, we can see some mild changes to the body panels intended to give this SUV a sportier look to complement its performance. Most notably, we can see a larger grille opening for a more aggressive look, as well as a skid plate which pairs well with the All Terrain tires; the increased airflow up front is likely intended to facilitate airflow over the intercoolers for the turbochargers and improve cooling. Also, a sporty dual exhaust system exits on the passenger side and provides another visual cue to the high-performance V8 that will be lurking under the hood when it hits dealer lots. Through the camouflage, you can also make out some wider, sportier fender flares than those on the standard 90, 110, and 130 models.

With all of that said, this test mule looks close to production, and it seems reasonable to expect an official announcement of the SVX (or whatever name Land Rover finally lands on for this car) later on in 2023. This performance variant of the Defender will likely see a sticker price of over $100,000, and it seems like Land Rover isn’t going to stop here. Also rumored to be in development is a pickup version of the Defender (sure to give the Jeep Gladiator a run for its money), as well as what appears to be a more street-focused SVX based on the smaller Defender 90 chassis, complete with a wide body kit. As the Defender lineup grows in size, we’re also sure to see an increase in OEM or dealership options for each model to truly make this a one-size-fits-all adventure SUV, and this new V8-powered Defender SVX is looking to be just the ticket for those who feel the need for speed both off the pavement and on it.

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2023 Land Rover Defender 130 Recalled Over Safety Risk, Manufacturing Issue at Fault

The roomiest Defender currently in production has been called back to the tune of 812 examples produced to U.S. specifications. According to documents filed with the federal watchdog, a supplier produced third-row seats that don’t latch properly due to a manufacturing issue.

Jaguar Land Rover became aware of this problem in October 2022. The supplier in question, a Hungary-based company dubbed TS Tech KFT, contacted the British automaker to address their concern with the aforementioned condition. The Product Safety and Compliance Committee within Jaguar Land Rover started investigating a month later, with the PSCC also requesting containment of newly produced Defenders.

Vehicles in which the latch operation was found to be outside of specification would be held by JLR and retailers, pending further instruction. The Product Safety and Compliance Committee further tasked the Supplier Technical Assistance organization to define the scope of this problem, after which the concern was progressed to the Recall Determination Committee for the final call.

In late February 2022, the safety boffins at Jaguar Land Rover concluded that it’s a safety risk that needs to be remedied before delivering the subject vehicles to customers. No accidents or injuries have been reported thus far, and JLR isn’t aware of warranty claims either.

The third-row seat base, identified under part number N8B2-613A10-AF, may have been manufactured with a suspect component that makes the seat back not latch properly. Due to the latch not operating as intended, the seat back strength is compromised. In the event of a frontal crash, a child seat occupant is exposed to an increased risk of injury as per the attached recall report.

As highlighted earlier, 812 vehicles produced for the U.S. and its federalized territories are called back. The report for campaign 23V-137 lists build dates ranging between July 11th, 2022 and October 6th, 2022 for the affected 2023 model year Defender 130 luxury SUVs.

Owners can expect Land Rover-branded envelopes from Jaguar Land Rover North America to arrive by first-class mail no later than April 28th. Dealers will be informed on March 16th to inspect affected vehicles and check the third-row seat back latch. No further action is required if the latch works as intended, but otherwise, the seat frame and other components will be replaced by the retailer.

Slightly longer than the Defender 110 despite featuring similar wheelbases, the Defender 130 is rocking a 2+3+3 seating layout. Designed primarily for the U.S. market where large SUVs are in high demand, the family-oriented variant starts at $68,000 sans freight charge.

The Defender S entry-level specification comes with a 3.0L P300 inline-six turbo engine that cranks out 296 horsepower and enough torque for the Defender 130 to reach 60 miles per hour (97 kilometers per hour) in 7.5 seconds. At the other end of the spectrum, the Defender X belts out 395 horsepower from a mild-hybrid sixer.

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Article Credits: Mircea Panait
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2023 Land Rover Defender 130 First Drive: Going Long on Roominess

It has the same Defender capability, but with a more civilized third-row seat.

We love the Land Rover Defender—it was named our 2021 SUV of the Year upon its return to the U.S. market after leaving way back in the mid-1990s. The icon was resurrected as the 2020 Land Rover Defender 110, a perfectly sized midsize SUV with an optional third row no one should spend much time in. The following year, Defender aficionados eagerly greeted the arrival of the Defender 90, the shorter-wheelbase, two-door SUV fashioned after the original 4×4’s basic format (even if it’s much larger and more luxurious today). A rarity at this price point and size category, the 90 appeals to about 10 percent of Defender buyers; the V-8 that Land Rover later added to the Defender’s roster of four- and six-cylinder engines has even narrower appeal.

The newest Defender family addition should have longer appeal—literally. The 2023 Land Rover Defender 130 extends the SUV to address a crucial pinch point: the 110’s available third-row seat. The 130 has the same wheelbase as the 110 but cantilevers an extra 13.4 inches of body length behind its rear wheels, making the third row a far nicer place to occupy with more room, a window, and a glass roof to stave off claustrophobia.

Groomed For More Room

We lined up three men, all over 6 feet tall, and had them sit behind each other. All three had ample headroom and enough legroom that no one’s knees hit the seat in front of them. Although it’s infinitely better, the third row isn’t perfect. It is easier to clamber into than the 110’s, but that’s not a high bar. The nimble will have no problem, but the less coordinated or larger passengers might still find the opening a bit tight. And while the third row is definitely more spacious, the wheel wells intrude into the cabin enough that passengers have to bend their feet around it.

The biggest surprise (and letdown) is that the 130’s second- and third-row seats don’t fold completely flat. Tilt those seatbacks forward, and you create a tiered cargo area. Viewed from behind the vehicle, with the tailgate open, you see a bump, then an uneven level for the folded-down third row, another bump, and yet another level for the second row, which rests on a bit of an incline. The result is there’s more overall cargo room in the 130—88.9 cubic feet—but it’s not arranged on a perfectly flat floor, so sliding stuff in will prove challenging.

Another bummer? The Defender 130 isn’t offered with the V-8 engine like the smaller 110 and 90 models are. Its two mild hybrid engine choices are shared with other Defenders. The Defender 130 P300 has the lower-output 3.0-liter Ingenium I-6 engine that produces 296 horsepower and 295 lb-ft, while the P400 gets the high-output 395-hp, 406-lb-ft I-6. Both are paired with an eight-speed automatic transmission.

Defender Is As Defender Does

We drove an $87,375 Sedona Red (new exclusive color) Defender 130 P400 SE with the high-output engine and an ebony interior. Given that it has the same wheelbase, unibody structure, suspension, and powertrain as the shorter Defender 110, the 130 drives much the same.

You can feel the extra size of the vehicle at slower speeds. There’s a bit of a lag when you step on the accelerator, though once up at cruising and highway speeds, engine response perks up noticeably. The SUV’s extra length and weight are otherwise barely noticeable on paved roads, especially the predominantly on-road driving we did from North Carolina to Meadows of Dan in Virginia and then to a third destination back in North Carolina. Slowing to a stop, you are reminded again of the 130’s additional mass.

We’re not fans of the stubby gearshift lever, which is a bit finicky and makes it harder than necessary to find the right gear, especially when seeking neutral on the fly in order to switch into four low. And you may find yourself in that predicament often, because the Defender really shines off-road. We spent a day at one of three Land Rover Experience Centers in the U.S., in this case on the Biltmore Estate in Asheville, North Carolina, exercising its permanent four-wheel drive, two-speed transfer case, locking rear and center differentials, and standard air suspension.

The 130’s 38-degree approach angle is the same as the 110‘s; it’s the departure angle with the longer back end you must be mindful of, as the loaded-diaper tail limits this dimension to 28.5 degrees. It was never an issue on a course with some gnarly obstacles, deep water fording—the SUV can wade through 35 inches of water—and great off-camber sections designed to twist the frame and send wheels high into the air. All the good stuff. The course’s ground froze overnight, but rapidly rising daytime temperatures quickly thawed the hard clay, which became greasy mud; but it was no match for the Defender. No winches were needed all day, though a few times we tested the underbody protection without ever being in danger of teeter-tottering. On narrower portions of the trail, we noticed the mirrors don’t fold in as close to the body as we’d hoped; in fact, they barely fold in at all, almost making it not worth it to even bother.

Tricky climbs and descents were dispatched without issue in four low, activated by putting the SUV in neutral and hitting a button. Press the Terrain Response button, and the mode menu appears on the center screen. Mud was the best choice for most of the terrain we covered, though in one climb up a series of rock faces and boulders, we started in Drive and Auto and then switched to Rock Crawl halfway up for an aggressive mix of braking and traction. It worked, but it felt like we had to push through a force field of brakes, making travel more jerky; we eventually switched back to Auto. Throw the transmission into manual, select S1, and lift your foot off the brake for hill descent control.

The independent multilink front and rear suspension with height-adjustable air springs can elevate the 8.5-inch baseline ground clearance to 11.5 inches. The air springs provide a surprising amount of articulation and prove capable of cushioning the ride on all surfaces and at all heights.

A camera view helps the driver see the trail ahead with a second view that can be enlarged to show the position of the tire where it meets the ground. The ClearSight see-through hood uses a downward-looking camera to make it appear as if you are looking through the hood to the ground below to see wheel placement over obstacles in real time. If this sounds perhaps too cool for Land Rover, with its history of buggy infotainment systems, know that the automaker has worked to make a more robust system, using a more advanced electronic architecture, and we had no issues over the course of three days.

So, the Defender 130 is a real Defender, even if it looks sort of odd and is larger than its siblings. Land Rover executives say the Defender 130 could account for as much as 25 percent of the mix. All versions come from the same plant in Nitra, Slovakia, which can easily adapt to demand for each variant. The P300 starts at $69,475; the P400 starts at $79,775, and our SE, a relatively low trim level, with assorted goodies came to $87,3765. There are some Defender 130s in stock, but many customers will order and wait. Traditionally the Land Rover Range Rover Sport is the brand’s top seller but in 2022, it was the Defender family that sold the most in the U.S.

Article Credits: Alisa Priddle
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2023 Land Rover Defender 130 Tested: It’s a Stretch

The brand’s marquee off-roader goes to greater length to carry a crowd.

The classic Land Rover Defender came in various sizes and shapes, so it’s in keeping with tradition that the new one should too. Upon its debut, the reborn Defender appeared both as the mainstay four-door 110 and the two-door 90—which is lesser in length but greater in charm. The Defender 110 does offer the option of a supplemental rear bench wedged into the cargo area, though it’s all but useless. To create a genuine three-row seating package required a third body style, and that’s what we now have with the taffy-stretched Defender 130.

We’ve praised the current Defender’s design, which manages the not-so-easy feat of looking wholly modern and yet unmistakably kin to the off-road icon that first appeared in the 1940s. That sentiment applies both to the Defender 90 and the 110, but the 130’s extra length—it is 13.3 inches longer than the 110, 30.5 inches longer than the 90—throws off its proportions. (For some of us, it calls to mind the Jeep Grand Wagoneer L.) With the long rear overhang, one can almost imagine that opening the side-hinged cargo door and plopping a particularly heavy item onto the rear load floor could result in the Land Rover popping a wheelie.

Of course, that would never happen, in part because the Defender itself is so heavy. At 5931 pounds, our Defender 130 is 158 pounds heavier than the last Defender 110 to cross our scales.

The 130’s engine offerings are trimmed from the bottom and the top, which means there’s no turbo four and no V-8. Motivating this Land Rover’s mass, therefore, is one of two 3.0-liter six-cylinder engines: the 296-hp P300 and the 395-hp P400. In most cases, it’ll be the P400, which is in all but the lowest trim level.

The turbo-boosted inline-six also features an electrically driven supercharger, which effectively combats turbo lag. There’s also a 48-volt motor-generator; despite its presence, restarts from the auto stop-start system could be snappier. The long-travel accelerator seems designed for careful modulation in delicate off-pavement situations, with a demure tip-in. Push past that, however, and this boosted six proves smooth and muscular. Working in concert with a superb ZF-built eight-speed automatic, it shrugs off the 130’s avoirdupois and proves more than up to the task of propelling our well-loaded example. Whereas a 2020 Defender 110 SE (with the same engine) needs 6.3 seconds to hit 60 and 14.8 seconds to power through the quarter-mile, this 130 charges to 60 mph in 6.2 clicks and shaves 0.2 seconds off the quarter-mile time. It’s also rated to tow 8200 pounds.

Predictably, EPA estimates are grim at 17 mpg city and 21 mpg highway (with either engine), and in our 75-mph fuel-economy test, the XL Landie quaffed a gallon of premium every 19 miles. That sounds bad, but it’s actually 1 mpg better than our result with a Defender 110X with the same powertrain. We should note the 110X was equipped with the Explorer package that includes a roof rack, snorkel, and side-mounted gear carrier.

We didn’t have an opportunity to drive the Defender 130 in its natural environment—climbing the mountains of Nepal, say, or traversing the jungles of Borneo. Those who do travel in extremis will want to be mindful of their extra-long steed’s commensurately shallower departure angle—28.5 degrees versus 40.0 degrees for the 110—lest the larger Rover drag its bodacious booty on a rock. Otherwise, though, the 130 should be as capable as its siblings off-road. That is to say, very, as we discovered piloting a Defender 110 through the muck on Michigan’s Drummond Island. The standard all-wheel-drive system includes a two-speed transfer case, and the center differential is lockable. A locking rear differential is available as part of the $1500 Off-Road package. Ground clearance is 11.4 inches, and like its siblings the 130 can ford 35.4 inches of water.

The Defender 130 gets air springs, along with Land Rover’s Adaptive Dynamics, as standard. The sophisticated suspension keeps the ride from getting bouncy, and it effectively isolates passengers from broken pavement. The steering is pleasantly weighted and precise for such a serious off-roader, but when cornering, the Defender 130 feels every inch of its size and will have you slowing considerably for curves. At the track, the 130 recorded a modest 0.71 g of lateral grip.

The Defender’s brake-by-wire system, which in the 2020 model we found difficult to modulate, brings no complaints this time around. The setup also proves highly effective in panic stops, hauling the Land Rover down from 70 mph in just 167 feet.

None of the above is a great deviation from other Defender models. The big change here is the interior package: The 130 clearly was designed to accommodate three rows of seating. Its back bench has sufficient headroom and an additional 11.2 inches legroom for teens or even average-size adults, although foot room is tight. Split 40/20/40 or optionally 60/40, the seat has belts for three, which seems optimistic unless they’re all waifish models. Land Rover includes USB-C ports and even optional seat heaters back there, plus a supplemental sunroof, so it doesn’t feel too much like steerage. One other change from lesser Defenders is that the 130 doesn’t offer the unusual three-person front bench seat (which would have pushed total capacity to nine), nor can second-row captain’s chairs be had.

Even with the extra-long body, with all seats deployed, passengers won’t be able to pack much more than a toothbrush and a change of underwear. Behind the rearmost seat there’s space for just three carry-on bags. In max-cargo mode, there’s 81 cubic feet of cargo space behind the front seats, which is only two cubic feet more than in the three-row Defender 110. That’s about as much as you’d find in a Nissan Pathfinder but less than in some other mid-sizers, such as the Hyundai Palisade, Chevrolet Traverse, or Volkswagen Atlas, and with the seats folded, the Land Rover’s load floor isn’t flat.

As in its less lengthy stablemates, the Defender interior is ruggedly practical, featuring grab handles, durable-looking finishes, and numerous storage cubbies. Yet it manages to avoid seeming basic thanks to extensive padded surfaces. It’s distinctly different from other upscale SUVs.

Distinctly different describes the Defender overall, and the pricing is certainly upscale. The 130 skips the steel-wheels stripper trim level and starts instead with the S, for $69,475, which is a premium of $9700 over the 110 S. From there, it climbs through SE, X-Dynamic SE, and First Edition trim levels to top out with the X, which retails for $101,375 before options. Beyond the extra spend, though, there aren’t many compromises to be made here. With the 130, Land Rover successfully stretches the Defender in size and capability.


2023 Land Rover Defender 130 First Edition
Vehicle Type: front-engine, 4-wheel-drive, 8-passenger, 4-door wagon

Base/As Tested: $86,175/$92,075
Options: 22-inch Gloss Sparkle Silver wheels, $2000; Towing Pack 2 (tow hitch receiver, advanced tow assist, configurable terrain response), $1850; Carpathian Grey paint, $1050; Cold Climate pack (heated windshield, washer jets, and steering wheel, headlight washers), $500; 60/40-split, heated third-row seat, $300; full-size spare, $200

supercharged, turbocharged, and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection
Displacement: 183 in3, 2996 cm3
Power: 395 hp @ 6500 rpm
Torque: 406 lb-ft @ 2000 rpm

8-speed automatic

Suspension, F/R: multilink/multilink
Brakes, F/R: 14.3-in vented disc/13.8-in vented disc
Tires: Continental CrossContact LX
HL275/45R-22 115W M+S LR

Wheelbase: 119.0 in
Length: 210.9 in
Width: 79.1 in
Height: 77.6 in
Cargo Volume, Behind F/M/R: 81/44/14 ft3
Curb Weight: 5931 lb

60 mph: 6.2 sec
1/4-Mile: 14.6 sec @ 97 mph
100 mph: 15.7 sec
130 mph: 33.6 sec
Results above omit 1-ft rollout of 0.4 sec.
Rolling Start, 5–60 mph: 6.9 sec
Top Gear, 30–50 mph: 4.0 sec
Top Gear, 50–70 mph: 4.6 sec
Top Speed (gov ltd): 131 mph
Braking, 70–0 mph: 167 ft
Roadholding, 300-ft Skidpad: 0.71 g

Observed: 16 mpg
75-mph Highway Driving: 19 mpg
75-mph Highway Range: 370 mi

Combined/City/Highway: 19/17/21 mpg

Article Credits: Joe Lorio
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