We nor­mally as­so­ciate the words ‘wor­thy’ and ‘worka­day’ with AMC’s heavy­weight 350 sin­gles. Af­ter rid­ing the Scep­tre Sports, Stu­art Urquhart would like to ex­pand that vo­cab­u­lary with ‘wow!’

Real Classic - - What Lies Within - Pho­tos by Stu­art Urquhart

We nor­mally as­so­ciate the words ‘wor­thy’ and ‘worka­day’ with AMC’s heavy­weight 350 sin­gles. Af­ter rid­ing the Scep­tre Sports, Stu­art Urquhart would like to ex­pand that vo­cab­u­lary with ‘wow!’

When I first clapped eyes on the AJS Scep­tre Sports perched proudly upon Sandy Bloy’s bench, I fell on my knees and begged my friend for a ride. On catch­ing his char­i­ta­ble grin I risked push­ing Sandy a lit­tle bit fur­ther. ‘How about a road test for our rev­ered magazine?’, I teased. The jolly good fel­low and RC mem­ber pa­tiently nod­ded, not at all fazed by my tom­fool­ery. He knows I’m an ex­citable chap – es­pe­cially when con­fronted by an un­usual and rare mo­tor­cy­cle. For­tu­nately we share a com­mon love of post-war clas­sics, and there are far too many in Sandy’s em­po­rium that I would like to ride home.

Sandy Bloy needs no in­tro­duc­tion to read­ers, be­ing the proud owner of two Nor­ton twins al­ready im­mor­talised in RC ink. I stum­bled across his short-stroke Scep­tre while writ­ing up his red Dommi fea­ture, and I was in con­fi­dent mood that he would con­sent to an­other out­ing.

For me it would to be a déjà vu ex­pe­ri­ence, for I had owned an AJS Scep­tre M16S in the early 1980s. A decade ear­lier I also had a ’62 Mer­cury G3, but I only ran the Match­less for one sum­mer be­fore I be­came bored with its mod­est per­for­mance. Be­ing young and im­pul­sive, I swapped it for a bro­ken Ariel VH, which was de­liv­ered in a van load of crum­bling tea chests that didn’t auger well for their

con­tents. Need­less to say I never got the Ariel run­ning, and ended up yearn­ing for my G3.

The Scep­tre I bought for a song, re­stored it at great pain and cost, and then sold it for a son­net. I should have re­alised that no self-re­spect­ing biker would be seen on one, es­pe­cially when the 1980s spawned the su­per­bike era. Col­lec­tively, we be­came ob­sessed with Jo­tas, Le Mans and Z1s, and sadly Bri­tish mo­tor­cy­cles were bor­ing old hat.

Mov­ing on... How did Sandy ac­quire this rare AJS Model 16 Sports?

‘ The bike turned up through the AJS & Match­less Club. My friend and fel­low mem­ber Dennis knew I was look­ing for a win­ter project, and pointed me in the di­rec­tion of the Scep­tre,’ said Sandy. ‘My in­ter­est waned when Dennis in­formed me it was a 350cc ma­chine, and was lo­cated in the mid­lands with Ken De Groome, a well-re­spected re­storer and AMC guru. But later, when Dennis emailed his fol­low-up com­ments about “a rare in­terim model from the 60s”, I de­cided to probe fur­ther.

‘Ken ex­plained that the bike was in boxes, but com­plete. He had ac­quired it as rec­om­pense for restora­tion work un­der­taken prior to the owner’s sud­den death. Ken had com­pletely re­stored the en­gine and gear­box. The de­ceased owner’s es­tate of­fered the mo­tor­cy­cle as pay­ment and Ken gra­ciously ac­cepted.

‘Ken sent me dig­i­tal pho­to­graphs of the work he had com­pleted, along with re­ceipts and copies of the reg­is­tra­tion doc­u­ments,’ ex­plained Sandy. ‘He con­firmed that the AJS was in­deed a rare 1962 Scep­tre Sports model, and that it would be well worth view­ing. As I was al­ready aware of Ken’s fine rep­u­ta­tion, we hag­gled over the phone and I bought the bike un­seen.’

When the courier de­liv­ered the bike, Sandy was pleased to find that all the dis­as­sem­bled parts were neatly boxed, la­belled and ac­counted for – all, that is, apart from the ex­haust. This was ap­par­ently so be­yond re­pair that it was binned be­fore Sandy ap­peared on the scene. On the up­side, the re­built en­gine had a shiny new pis­ton pok­ing from the bar­rel. The de­tached cylin­der head was also fit­ted with bright and shiny new valves, springs and valve seats – all work ac­counted for on Ken’s re­ceipts. The same re­ceipts con­firmed the bot­tom end had been treated to new main bear­ings and seals through­out, and the oil pump had been re-con­di­tioned – all good news for Sandy.

As Sandy was un­fa­mil­iar with the Scep­tre model, he de­cided to un­der­take a dry build be­fore com­mit­ting to the chas­sis restora­tion work. Af­ter sev­eral days Sandy had the rusty bike as­sem­bled on his work bench and be­gan to com­pile a list of miss­ing parts. The ab­sent items were then iden­ti­fied us­ing fac­tory parts lists, but also with in­valu­able help from Steve Surbey at AMC Clas­sic Spares. Steve sup­plied most of the miss­ing items plus sev­eral re­place­ments, in­clud­ing a wiring har­ness, al­ter­na­tor, solid state rec­ti­fier and a gel bat­tery. At this stage Sandy had de­cided to con­vert the electrics to 12V. Other mis­cel­la­neous parts were sourced via Sandy’s Was­sell cat­a­logue – check their web­site to find your own lo­cal dealer of their spares.

Ar­mours strug­gled to iden­tify the cor­rect ex­haust sys­tem from their in­ven­tory – only to find some NOS ex­hausts af­ter Sandy sup­plied the dealer with sev­eral fac­tory pho­to­graphs. The rims were in a grim state and the wheels were stripped so the hubs could be cleaned and pow­der coated in bright sil­ver, prior to be­ing re­built. Sandy takes up the story...

‘I was con­cerned about how to fin­ish the re­stored mud­guards af­ter my friend and craft-welder Mark had skil­fully filled in the myr­iad rust holes and pit­ting by weld­ing, grind­ing and pol­ish­ing. We both agreed that the re­stored sur­faces were not smooth enough to ac­cept a chrome plated fin­ish. In­stead, I de­cided to have them pow­der coated to match the splen­did sil­ver hubs and chain­guard that IPF Coat­ings of Glen­rothes had pro­duced – the sil­ver fin­ish was amaz­ing and looked just like pol­ished al­loy.

‘So I de­cided to have all the cy­cle parts pow­der coated in the model’s orig­i­nal Cobalt

Blue with bright sil­ver de­tail­ing to re­place chrome. Other parts would be black but the rare as hen’s teeth petrol tank’s badges were also treated to a “ro­bust and ever-last­ing coat of brushed sil­ver”, to quote the en­thu­si­as­tic sales­man at IPF.’

Sandy then popped the hubs round to lo­cal wheel­builder Ge­orge Spence to have them laced up to stain­less rims and plated spokes. Sandy also used stain­less fas­ten­ers through­out the build, the ma­jor­ity of which were sup­plied by AMC Clas­sic Spares. While the Scep­tre’s cy­cle parts were away be­ing pow­der coated, Sandy stripped and re­built the rear shocks and front forks, re­new­ing all the in­ter­nal bushes and seals be­fore pol­ish­ing up the al­loy fork legs. The hub cov­ers were also treated to Sandy’s pol­ish­ing mop. The tatty du­alseat was re­stored to its orig­i­nal splen­dour by coach­builders Jim Watt of Al­mond­bank – renowned leather fin­ish­ers and car seat re­stor­ers.

The en­gine only re­quired min­i­mal work, given that Ken De Groome had al­ready car­ried out an ex­ten­sive and thor­ough re­build. This was backed by Ken’s pro­fes­sional QC state­ment which stated that ‘he doesn’t do any­thing half-ar­sed!’ (How we laughed!) So the en­gine was ‘good to go’, con­firmed a de­lighted Sandy. The gear­box also came with a sim­i­lar De Groome seal of ap­proval, leav­ing Sandy with the sim­ple task of adding new flu­ids. On in­spec­tion, the clutch proved to have ex­cel­lent steel and fibre plates, but new pri­mary and drive chains were added to Sandy’s grow­ing list of wanted parts. All the Scep­tre’s sprock­ets proved to be in ex­cel­lent con­di­tion de­spite the fact that the bike had cov­ered over 50k miles, so Sandy is cer­tain that an ear­lier owner had re­placed them.

‘Other cy­cle parts such as the petrol tank, oil tank and both side pan­els were in good con­di­tion and just re­quired clean­ing prior to be­ing pow­der-coated. The non-stan­dard al­loy han­dle­bar levers were pris­tine and ap­pear to be Unity Equipe ac­ces­sories added by a pre­vi­ous owner,’ con­tin­ued Sandy. ‘Oth­ers, such as the kick­start, gear lever and rear brake arm looked as if they had spent their lat­ter years ef­fer­vesc­ing in the deeps of the North Sea!’

Any parts that were deemed be­yond restora­tion were re­placed. All the con­trol ca­bles were in poor con­di­tion and, rather than hunt down suit­able items, Sandy made up a set of his own. While in­spect­ing the au­to­matic ad­vance and re­tard unit Sandy dis­cov­ered it was seized solid. The de­vice had also been fit­ted with un­usu­ally heavy springs that in­hib­ited nor­mal bob-weight func­tion and thus prob­a­bly af­fected the ig­ni­tion tim­ing, so Sandy had no choice but to re­built the unit and add fac­tory spec­i­fied springs to sort out the prob­lem.

The Amal Monobloc carb was thor­oughly cleaned and a new nee­dle, main and pi­lot jets, plus other cru­cial parts and seals were re­placed in the in­ter­ests of smooth run­ning. When Sandy bench tested the speedome­ter it turned out to be work­ing per­fectly and only re­quired a light pol­ish. There was no rear brake light switch to be found, so he adapted

a Nor­ton unit to be op­er­ated by the Scep­tre’s rear brake arm.

‘As it turned out, the has­sle of a dry build was fun­da­men­tal to ev­ery­thing fall­ing neatly into place,’ af­firmed Sandy. ‘ There were very few prob­lems and in less than a week I had a rolling chas­sis ready to ac­cept the en­gine and gear­box. I would have to ad­mit that I was ini­tially un­cer­tain about the colour scheme when I added the mud­guards and petrol tank. But as the build reached its fi­nal stage, I in­stead turned my at­ten­tion to wiring up the bat­tery, adding fuel, en­gine oil and check­ing for that vi­tal spark. I was then ready to fire her up.

‘I was ec­static when the Scep­tre started on my sec­ond kick and in­stantly idled away on a warm­ing en­gine. My first out­ings were prob­lem-free but, de­spite sev­eral suc­cess­ful runs, I be­came dis­ap­pointed with the Scep­tre’s bland per­for­mance. I put this down to “BIG Sandy, SMALL bike!”

‘But I was also be­ing over-cau­tious in us­ing the throt­tle on a newly-built bike. Af­ter sev­eral hun­dred care­ful miles I be­gan to push be­yond my self-im­posed 50mph bar­rier, and I soon sussed that the AMC short-stroke en­gine thrived on revs. I be­gan to en­joy a much live­lier mo­tor­cy­cle and I knew then that we were go­ing to have fun to­gether!’

Sandy has cer­tainly made a crack­ing job of his AMC sport­ing sin­gle. He’s an ac­com­plished hand at restora­tion and his Scep­tre looks strik­ing, fes­tooned in its pow­der-coated new clothes. We pho­tographed the bike at Scone Aero­drome where Sandy’s busi­ness is lo­cated, and

it wasn’t long be­fore our ac­tiv­i­ties at­tracted ground staff like sali­vat­ing bears to a hon­ey­pot. As word fil­tered through the air­base, in­quis­i­tive work­ers and col­leagues turned up to admire Sandy’s new baby and con­grat­u­late the dot­ing dad. Then we togged-up and rolled out the bikes for the com­ing road test. It was an ex­cit­ing mo­ment, as you can prob­a­bly guess.

Mem­o­ries of my old Scep­tre came flood­ing back as soon as I fa­mil­iarised my­self with the

con­trols. There is a largely re­dun­dant valve lifter sit­u­ated be­low the clutch lever. I say ‘re­dun­dant’ be­cause although the Scep­tre’s short-stroke en­gine has a re­spectable 8.5:1 com­pres­sion, it re­ally is a pushover to kick into life. As Sandy quipped, ‘If you can’t start her up on the first prod, then your tech­nique badly needs at­ten­tion!’

The en­gine was al­ready warm when I climbed on board and kicked the Scep­tre into life – first kick, I should add! Ear­lier, I had ob­served Sandy en­gag­ing the choke for a cold start, but this pro­ce­dure is un­nec­es­sary once the en­gine has warmed. The short­stroke en­gine idles like a Swiss watch. I was agog at the eerie ab­sence of trans­mis­sion chat­ter or clat­ter­ing tap­pets and, if it wasn’t for the pres­ence of the qui­etly bur­bling ex­haust note, I could have sworn I had been struck deaf. The clutch is very light, and pulling away in first, then into sec­ond, was crunch-free and seam­less, thanks to AMC’s ex­cep­tional one-up and three-down box.

My first sur­prise was the Scep­tre’s crisp and thump­ing ex­haust note. Deep, wellspaced notes hung in the air and re­minded me of my own Model 18’s heart­beat. My sec­ond sur­prise was the re­spon­sive and dy­namic mo­tor – a rev­e­la­tion I was not ex­pect­ing. AMC’s short-stroke (74 x 81mm) com­pe­ti­tion-de­rived en­gine was in­tro­duced on the road­ster sin­gles by 1962. The new com­pe­ti­tion al­loy head, larger valves, high comp pis­ton and shorter stroke de­liv­ered a peppy and rev-happy en­gine with a cor­re­spond­ingly high-pitched ex­haust note – yet I could eas­ily imag­ine I was trundling along on any AMC long-stroke sin­gle, so fa­mil­iar was the Scep­tre’s clas­sic-sound­ing beat.

The rid­ing po­si­tion was fa­mil­iar too, although I did no­tice that the footrests are lo­cated fur­ther back than on Sandy’s Dom­i­na­tor. Con­trols are ex­cel­lent; hands and feet are re­laxed and well-po­si­tioned and I was made to feel very com­fort­able by the M16’s arm­chair er­gonomics. The large, mod­ern Smiths speedome­ter, cen­trally po­si­tioned within the head­lamp shell, is easy to read and is an ac­cept­able change from the old, bold, chrono­met­ric in­stru­ments. The am­me­ter is sited close by, but at a pre­car­i­ous an­gle on the star­board side of the head­lamp. Not ideal: be­cause if you like to check that this bat­tery­de­pen­dent, coil ig­ni­tion mo­tor­cy­cle is stor­ing vi­tal en­ergy dur­ing the ride, then you may need to re­mem­ber and wind your neck back in, be­fore you’re head-butted by a tree…

As I men­tioned, a pleas­ant char­ac­ter­is­tic of the short-stroke mo­tor is its perky per­for­mance. In the­ory the rev-happy 350 is ca­pa­ble of pro­duc­ing 23bhp at 6200rpm which would take it to 84mph. In third gear es­pe­cially it proved to be a will­ing and nippy ma­chine, man­ag­ing to keep pace with Sandy’s Dom­i­na­tor through­out the day. Ad­mit­tedly, we were not thrash­ing our mounts, but on some sec­tions we were clip­ping along at speeds in ex­cess of 65mph and yet the Scep­tre felt happy and re­laxed. The power de­liv­ery is un­char­ac­ter­is­ti­cally smooth for a sin­gle, and con­trary to some re­ports I’ve read, I found the Scep­tre de­liv­ered smoother bangs as its speed in­creased.

Build­ing up real speed re­quires a drop into third and hang­ing an open throt­tle un­til she romps up to 65mph, fol­lowed by a rapid change into fourth, which should carry you up to top whack. She’s no light­weight, but I was im­pressed that she car­ried her portly 382lb well – that was un­til we clam­bered up one steep gra­di­ent and a drop down into third was re­quired in or­der to keep up with Sandy’s dis­ap­pear­ing twin. But this is the way with sin­gles.

The up­side was a 70mph dash fol­low­ing Sandy and his Dommi along the dual car­riage­way to Scone Air­port, with still some to go! The Ajay’s en­gine was singing gaily be­neath me and the ex­haust was beat­ing out its dra­matic cho­rus. The Scep­tre felt very much alive and in its el­e­ment, and I was cer­tain we could run hap­pily all day long at this pace. I do re­mem­ber won­der­ing ‘Would my old rigid Model 18 main­tain such a com­posed and stress-free pace?’ I think not.

Any clas­sic en­thu­si­ast can have lots of fun with this en­gine, which is one step re­moved from AMC’s suc­cess­ful CS-type com­pe­ti­tion en­gine. Ob­vi­ously the Scep­tre Sports is no Gold Star, or a 7R replica for that mat­ter – far from it – but blast­ing around at speeds above 55mph is ad­dic­tive and fun. The only

re­minder of this en­gine’s mod­est ori­gin is a mel­low vi­bra­tion that rises through the pegs above 40, be­fore dis­pers­ing again at around 50mph. Then it’s smooth progress all the way.

It was 1958 be­fore the in­fa­mous AMC tin chain­case was re­tired in favour of the oil-tight and at­trac­tive al­loy ver­sion fit­ted to Sandy’s ma­chine. How­ever, the shift to coil ig­ni­tion and the con­se­quent re­moval of the mag­neto from the en­gine re­sulted in what many be­lieved to be an unin­spired tim­ing cover. The new iron bar­rel was up­dated with cast-in pushrod tun­nels and although oil leaks were now firmly in the past, many diehards lamented the pass­ing of chrome pushrod tow­ers.

The ar­rival of the Model 16’s twin cra­dle frame was an­other con­ces­sion to moder­nity that un­doubt­edly im­proved the Sports model’s han­dling. De­spite some crit­i­cism to the con­trary, AMC were com­mit­ted to mak­ing their mo­tor­cy­cles more com­pet­i­tive and ap­peal­ing through­out the 1960s – just when cheaper Euro­pean and Ja­panese lightweights be­gan to lure cus­tomers away from a once dom­i­nant Bri­tish mo­tor­cy­cle in­dus­try. Cheap four wheeled transport, such as the Mini, also chal­lenged do­mes­tic mo­tor­cy­cle sales. Un­for­tu­nately, two-stroke lightweights were about to change the UK mo­tor­cy­cle mar­ket for decades, elim­i­nat­ing the need for an over­priced, heavy­weight, 350 sin­gle. Sadly, by the mid-60s, AMC were fight­ing for survival.

Right, that’s a brief scrape through his­tory, let’s get back to the ex­cit­ing ride...

We were test­ing the Scep­tre around some of Perth’s qui­eter B-roads where han­dling and bendswing­ing are a sheer de­light. On one tight S-bend I met a speeding van head-on. To avoid crum­pled metal and dented pride, a change of exit line was all that was re­quired and the un-phased Scep­tre can­tered on. I gushed with ad­mi­ra­tion for this rare AMC clas­sic.

Sus­pen­sion fore and aft verges on the stiff side; an­other ad­van­tage for cor­ner­ing agility. To say that it’s su­per sta­ble and as flick­able as Sandy’s ex­cel­lent Dommi would not be an ex­ag­ger­a­tion – and a jus­ti­fied assess­ment, con­sid­er­ing we were swap­ping ma­chines through­out the day-long test. Even the much­ma­ligned nar­row brake shoes fit­ted within the full-width AMC hubs coped well. Con­trary to ex­pec­ta­tion, the front brake on Sandy’s Model 16 is a howler, out-per­form­ing the rear on ev­ery oc­ca­sion.

While the Dommi was tagged a sport­ster in its day, the Scep­tre was pi­geon-holed as a dull and staid com­muter. I would sug­gest that this hum­ble AMC model has more to of­fer the clas­sic rider than dreary looks and a comfy sad­dle. The Scep­tre Sports I had been hav­ing fun on all day long re­minded more of a 500cc back street cruiser.

Sure, this ex­cel­lent but not so light mo­tor­cy­cle will plonk around town all week­end in top gear at a se­date 20mph, if asked. But you might in­stead pre­fer to en­gage the fun side of the Scep­tre Sports’ per­son­al­ity and en­joy a spir­ited ride, hooning around your lo­cal coun­try­side like a mad, delin­quent, teenager. And as I dis­cov­ered, bor­ing A-roads can be de­light­fully cut short by zip­ping along at speeds of 65mph plus. Not bad for a fifty­five year old, 350cc ‘bor­ing’ clas­sic.

Sec­ond time around I was im­pressed with the Scep­tre’s qual­i­ties – virtues that I had some­how failed to ap­pre­ci­ate dur­ing my mis­spent youth. I have con­vinced my­self (and hope­fully RC read­ers too) that the AJS Scep­tre Sports is a ver­sa­tile pack­age. It is docile, pre­dictable and de­pend­able – but in the right mood the Scep­tre can also be fun, perky and ex­cit­ing. She will hap­pily plod the high­ways from 20 to 70mph and more in top gear, all day long, with­out so much as a grum­ble or a stut­ter.

An in­ter­est­ing read was a road test by MCN in 1962 which rated the Scep­tre Sports 9/10 for per­for­mance, brakes, han­dling and light­ing – in all other as­pects the sin­gle scored a very cred­itable 8/10. Blimey, and I need to re­peat my­self, for this crack­ing lit­tle sin­gle also starts first kick, nine out of ten times!

But I have a per­sonal bug­bear that I can­not shake, and much as I en­joyed the Scep­tre’s per­for­mance, I still find my­self ag­o­nis­ing over its form. I want the Model 16 to be hand­some, but feel the out­dated and heav­ily-valanced mud­guards are con­fus­ing its ‘Sports’ role. I have sim­i­lar doubts about the re­la­tion­ship be­tween the model’s clas­si­cally-styled 4¼ gal­lon petrol tank and the over­size, mod­ern,

an­gu­lar side pan­els. The large alien tank badges I am just com­ing to terms with, although the AJS ver­sion is ar­guably more at­trac­tive than the Match­less al­ter­na­tive. More likely I’m just a bor­ing old tra­di­tion­al­ist at heart and oth­ers will adore the Scep­tre’s 1960s styling.

I have never felt en­tirely com­fort­able with the short-stroke en­gine’s ap­pear­ance ei­ther, although my fix would be a match­ing al­loy bar­rel and cylin­der head, which would do won­ders for the en­gine’s sport­ing im­age. All said and done, the burn­ing ques­tion is: would I buy one – again?

Sandy is sell­ing his Scep­tre Sports and I’m hop­ing some­one will buy it and save me from my­self. A tin of sil­ver en­gine paint and one more day in the sad­dle could just swing it for me. Con­tact RCHQ if you are in­ter­ested. Al­ter­na­tively, keep an eye on RC Face­book group and the Small Ads. You might just get first dibs…

Although the en­gine’s in­ter­nals were the same on both the Model 16 Scep­tre and the Model 16S Scep­tre Sports, a lower han­dle­bar and added sil­ver sparkle made it a whole new model Just an­other AJS 350 sin­gle, right? Well, al­most. This is no or­di­nary Scep­tre, this is a Scep­tre Sports

Above: There’s al­ways some­thing mys­te­ri­ously en­tic­ing about a ‘barn find’ mo­tor­cy­cle…Left: Pleas­antly orig­i­nal, although the rust around the fuel filler looks nasty, and we won­der why some­one swapped over the ig­ni­tion switch and the am­me­ter! The han­dle­bars look orig­i­nal; fac­tory-tuned by turn­ing them up­side down…Right: The pass­ing of time and the weather had ef­fected their usual ‘patina’

Although the de­cently leak-free pri­mary chain­case was a great im­prove­ment over the ear­lier pressed steel ver­sions, the bulge for the al­ter­na­tor made it look dis­pro­por­tion­ately large com­pared to the slim sin­gle cylin­der

Sandy and his Scep­tre. Look­ing good to­gether! Cat­a­logue shots of AMC bikes need to be treated with cau­tion. They’re of­ten airbrushed ver­sions of ear­lier bikes…

Ex­cel­lent AMC 4-speed gear­box is en­tirely un­stressed by the Scep­tre Sports’ 23bhp, oddly Neat al­loy levers aren’t stock – the fac­tory pre­ferred meaty steel items – but they look good and work well Be­low: Loved by some, hated by many more, the new-for-62 AJS tank badge is de­cently re­mark­ableLeft: Ren­o­vated pi­lot’s view is some­thing of an im­prove­ment over the rusty orig­i­nal. The am­me­ter is usu­ally sited be­tween the ig­ni­tion and light­ing switches

Us­ing sil­ver power coat to re­place the van­ished chrome is an in­ter­est­ing and ef­fec­tive idea

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