2010 Nissan Sentra

2010 Nissan Sentra Expert Review:Autoblog

2010 Nissan Sentra SE-R – Click above for high-res image galleries

The Nissan Sentra has long been the bridesmaid of America's C-segment. Few consider it to be best-in-class, yet it would be a stretch to call Nissan's second-smallest sedan the category's cellar dweller. In the past, the Sentra hasn't been the fastest, it hasn't been the prettiest and it certainly hasn't offered the best interior, but the affordable sedan has quietly continued to sell well enough to keep Nissan in the picture.

Unlike some of its more popular competitors, the Sentra is offered exclusively as a sedan, while other automakers offer coupes or hatchbacks. Nissan makes up for this deficiency in part by offering six different variants of the Sentra, ranging from a base 2.0 model to the 200-horsepower SE-R Spec V. We had the chance to spend a week in the mildly refreshed 2010 SE-R model that slots in just below the Spec V, and with 177 horsepower on tap and quite a few high-end options, we wanted to find out if this upper-middle child could hold its own in what has fast become one of the most interesting and competitive segments in the market.

Photos by Chris Shunk / Copyright ©2010 Weblogs, Inc.

All Sentra models receive updates for 2010, with tweaks to their headlights and taillights, a new front fascia and grille and a lower MSRP. More specifically, all SE-R models also received attractive 17-inch wheels, a standard 4.3-inch color display with USB connectivity and updated instrument panel accents. The biggest news is two-fold: The SE-R's price tag drops by $1,080 versus the 2009 model and Nissan has introduced a new low cost navigation system on the 2010 model.

One glance at the 2010 Nissan Sentra SE-R, and we were immediately taken aback by its surprising size – particularly its height and length. This "compact" sedan is actually one of the largest entries in its class. It's the widest vehicle at 70.5 inches, besting competitors like the Toyota Corolla and Honda Civic, and it's within a half inch of the Mazda3 in length. The Sentra is so broad-of-beam that it's within two-tenths of an inch of Nissan's own midsize Altima, and the "smaller" sedan is more than a full inch taller. Our SE-R tester is also the second heaviest vehicle among its competitors, tipping the scales at a rotund 3,115 pounds. That's even heavier than the all-wheel drive Subaru Impreza and second in tonnage only to the portly Volkswagen Jetta. Even the Altima comes in only 65 pounds heavier.

We were surprised at how close the Sentra was to the Altima in many dimensions, and shopping for a sedan in a Nissan showroom gets even more complicated when considering the Sentra's downmarket sibling, the Versa. The so-called B-segment Versa is a big boy in-and-of-itself, just three inches shorter and slightly narrower than the Sentra, while coming in (amazingly) one inch taller. Naturally, this causes us to wonder how many Sentra sales are lost to the Versa. Sure the Versa has 55 fewer ponies in 1.8 SL trim, but it's also over 500 pounds lighter, available in both sedan and hatch configurations, and starts at $4,000 fewer bucks to boot.

The Sentra's overly generous height and long wheelbase conspire to create some odd proportions, and to our eyes, the resulting design looks awkward and narrow – there's just no getting around the very tall, incredibly bulbous greenhouse. On the bright side, our SE-R tester did have some nice-looking features that differentiate it from its less sporty siblings. For starters, the SE-R's new 17-inch wheels help give the Sentra's profile some added visual pop. Also added are bodyside moldings and a restrained rear wing that lends the slightest amount of sporting pretense.

Nissan has added more SE-R cues inside the cabin, where a pair of leather buckets await front seat occupants. The thrones are incredibly comfortable and well-bolstered, giving the Sentra a more upscale feel. Unfortunately, that initial impression of quality quickly departed upon closer inspection of the rather bland dashboard laden with low quality, hard-to-the-touch plastics. If the SE-R didn't come with twin pod meters displaying oil pressure and lateral acceleration(!), along with Nissan's new low-cost navigation system, the interior would have looked like a barren landscape of automotive-grade Tupperware.

But while the Sentra's interior is nothing to look at (or touch, for that matter), the layout and functionality of buttons and knobs are well executed. There's something to be said for a vehicle that's incredibly easy to operate from Day One, and the Sentra's large knobs and steering wheel controls are as intuitive as they come. While it's true that the Sentra's overstuffed dimensions make for a pretty bland-looking sedan, once you get behind the wheel, those extra inches work to your advantage.

Nissan's new $400 system was designed for lower cost, high volume vehicles like the Sentra, and while it's not as sophisticated as other systems we've sampled, it's also about a quarter of the price. Despite the discount, it still comes complete with a 4.3-inch, touch-sensitive LCD screen and the ability to interface with iPods and MP3 players while also working with Bluetooth-equipped phones to deliver hands-free calling.

All would be forgiven if the SE-R lived up to its sporting ancestry.
Like the rest of the Sentra interior, we found the system to be intuitive and easy-to-use, offering all of the gas station and restaurant-finding capabilities we've come to expect. Unfortunately, our pre-production tester apparently had a glitch that inhibited its route guidance abilities, but Nissan assures us that the system will work as-advertised once it reaches mass-production. We'll reserve judgment until we can test another example.

As much as we'd like the Sentra's interior quality to improve, all would be forgiven if the SE-R lived up to its sporting ancestry. After all, we adored the original B13 SE-R of the early Nineties, and the $4,000 premium over the base Sentra means that this model ought to live up to once-formidable badge. Dolling out 177 horsepower and 172 pound-feet of torque from its 2.5-liter four-cylinder, the SE-R had enough power to push 3,115 pounds of sedan, but it never managed to set our blood to boil – or really get it much above room temperature. Redline comes at a pedestrian 6,000 RPM, with maximum torque available at 2,800 RPM. The 2.5-liter mill delivers smooth acceleration (we'd estimate 0-60 at between 7.5 and 8 seconds) that's a bit better than what you'd expect in a C-Segment sedan, but it doesn't sound or feel race-inspired and the SE-R's XTronic continuously variable transmission (CVT) dashes any hopes of enthusiastic driving.

The CVT – essentially a gearless transmission – keeps the engine in the optimal RPM range at all times in order to improve performance and efficiency. But unlike other CVT-equipped vehicles, we found ourselves using the paddle shifters to provide six forward shifting points and avoid the feeling of the shiftless transmission for performance purposes. It worked, but just barely. To compound matters, the CVT didn't appear to do much to improve fuel economy either – we only managed a marginal 23 miles-per-gallon during moderate to heavy driving with a 60/40 highway/city mix.

But the story got a bit better when it came to ride and handling. The sport-tuned suspension offered a bit of an edge, without punishing the SE-R's occupants on imperfect roads. And while the speed variable electronic steering has a nice heft to it, the tiller lacks some feedback for our tastes. When tackling turns at higher velocities, we noticed more than a little body roll – not surprising given the Sentra's high ride height – but for a vehicle billed as a sporting runabout, there was more lean than we expected. Coupled with the aforementioned vague steering, the SE-R doesn't exactly offer a recipe for confident backroad carving. Beyond sport-tuned spring rates, the only other major hardware update for the SE-R is up-sized 17-inch wheels mated to P225/45VR17 Continental ContiProContact tires that aid in keeping this up-level Sentra connected with the road.

We did experience a few bouts of torque steer when accelerating hard from a stop, and in each instance the SE-R pulled to the right on dry pavement – again, not confidence-inspiring. Braking was solid thanks to standard four-wheel disc brakes (11.7 inches up front and 11.5 inches in the rear), but you may want to step up to the Spec V model with its larger 12.6-inch front rotors to keep braking distances and rotor temps in check if you're into canyon runs or track days.

After a few days behind the wheel of the Nissan Sentra SE-R, we found ourselves somewhere between uninterested and nearly satisfied. Not the sort of emotions that attract us to a new car. The Sentra scored points for comfort, ease-of-use and general spaciousness, and we commend Nissan for offering an inexpensive in-dash navigation option. But does a cheap navi and WYSIWYG functionality enough to justify a $22,000 price tag for this Sentra SE-R? Not really. The Sentra's interior materials are just too cheap and the SE-R's performance too pedestrian to justify its higher price tag (let alone its once-storied SE-R badge). From where we sit, Nissan either needs to get serious about the Sentra or its compact sedan will never end up at that altar; unless it's in charge of fluffing the bride's dress.

Photos by Chris Shunk / Copyright ©2010 Weblogs, Inc.

Second Opinion: 2010 Nissan Sentra SL

Even with the light once-over it received for 2010, the Nissan Sentra doesn't have a sporting bone in its body. While that may prove disappointing to those considering the above SE-R (or the even pricier Spec-V), for a large segment of the population, there's no shame in pursuing that game. All of this is to say, SE-R buyers, wouldn't you rather just save some coin and have an SL?

In addition to the boy-racer SE-R, we spent a wintery week with a loaded-up Sentra SL in Michigan and Ohio, and while no pulses were raised during our time with the car, it acquitted itself well and received a surprising number of compliments while ferrying people about.

First things first – this car is easy to drive. Given that tiller steering and external brake levers have long since disappeared off the face of the automotive landscape, that may not sound like a particularly big accomplishment, but it is. Not only are all the major controls where they should be, all the minor ones are as well. The rotary HVAC controls are the very model of efficiency, the Bluetooth was easy to pair and use, and the SL's new 4.3-inch color display on the audio system head unit (with USB integration and satellite radio) wasn't just crisp, it may have been the most intuitive iPod interface we've ever used. Admittedly, the dashboard is a sea of hard plastics, but with the right color interior (tan), it doesn't look particularly cheap, particularly when paired with the optional leather seating surfaces and with the aforementioned slick stereo display drawing one's eyeballs. One well-heeled rear-seat passenger even commented that the interior was surprisingly luxurious and almost Lexus-like.

That might sound like a bit of ridiculous hyperbole, but he has a point: Like, say, Lexus' ES350, the Sentra SL is an utter snooze dynamically, and all of its edges have been chamfered off for safe, comfy, thought-free motoring. Those exact qualities are important to a lot of people, even if that sort of priority list is alien to most Autoblog staffers and readers.

Admittedly, if you stick your boot in the 2.0-liter in-line four, the Xtronic CVT gearbox will produce that dreaded stretched rubber-brand drone as it surges to make the most of 140 horses and 147 pound-feet of torque. But if you drive as conservatively as we imagine most Sentra drivers do, you'll never notice anything but the handsome fuel economy figures (26 city/34 highway). The rest of the SL's dynamic envelope is as safe as houses – and about as unremarkable.

What we have here, then, is a great car for thrifty seniors and non-car types who might be put off by a Honda Civic's low-slung seating and spacey two-tier dashboard or a Mazda3's firm ride. Are those competitors better? From an enthusiast's standpoint, no question. But for a large group of buyers, the Sentra will still have a certain modest charm about it.

- Chris Paukert

Stylish, roomy, upscale fun-to-drive compact sedan.


The Nissan Sentra is a compact sedan that offers much more than a first impression might suggest. It's bigger than it looks, so it opens up to a roomy interior. It offers a commendable level of features, sophistication, safety and technology. And it's fun to drive, so just because you're saving money on gas doesn't mean the commute, or the vacation trip, has to be boring. Finally, it's stylish in a way that looks more expensive than the window sticker indicates. 

The Sentra, available as a four-door sedan only (there is no hatchback or two-door model) was designed for the American market and American buyers. The spacious cabin is finished like that of a more expensive car and it has comfortable and supportive seats. There's a 60/40-split rear seat that folds flat, opening up the trunk space and creating a large flat cargo area that's handy for hauling long items. 

The Sentra is fun to drive, with a level of performance and handling that's a pleasant surprise in a compact sedan. It's powered by a 2.0-liter four-cylinder of 140 horsepower, which is matched to a very nice six-speed manual in the base car, with a continuously variable transmission (CVT) optional in the base car and standard on all other trim levels. It is EPA-rated at 24 mpg City, 31 mpg Highway with the manual and a very thrifty 26/34 mpg with the CVT. 

There are two high-performance versions: The Sentra SE-R has a 2.5-liter engine with 177 horsepower and the CVT; its fuel economy figures are 24/30 mpg City/Highway. The even higher performance SE-R Spec V has the 2.5-liter engine, but upgraded to 200 horsepower and fitted with a six-speed manual; it is EPA-rated at 21/28 mpg City/Highway. The SE-R models also have suspension modifications for sharper handling. Even though they offer higher levels of power and handling, they're easy to live with, offer all the advantages of the standard Sentra and still deliver good fuel economy. 

For 2010, Nissan Sentra gets several upgrades. Headlamps and taillights are new. 2010 Sentra 2.0 models have new grille and front-end designs. Inside are revised seat upholstery and door trim, for 2010, and freshened instrument panel accents and illumination. There have also been changes to the options, including new Technology and Navigation Packages; the Navigation Package includes XM NavTraffic Real-Time Traffic Information. The upper-end 2.0 SL has standard Vehicle Dynamic Control (electronic stability control) and Traction Control. 2010 Sentra models also get new wheel designs and other detail exterior changes. 

The Nissan Sentra represents a solid value. It's roomy inside, the engine is modern and competitive, and the chassis provides good handling and a comfortable ride. We like the continuously variable transmission. All told, if you're in the market for a compact sedan that offers a lot of value in a lot of areas, the Sentra deserves your attention. 


The Nissan Sentra comes in six models: 2.0, 2.0 S, 2.0 SR, 2.0 SL, SE-R, and SE-R Spec V. 

The Sentra 2.0 models come with Nissan's 2.0-liter four-cylinder aluminum engine, making 140 horsepower and 147 pound-feet of torque. The standard transmission is a high-tech and fuel-efficient Nissan Xtronic continuously variable transmission (CVT), but a six-speed manual is available with the base 2.0. 

The Sentra 2.0 ($15,420 with manual transmission, $16,600 with CVT) comes with cloth seats, air conditioning, interior air filter, tilt steering wheel, remote manual mirrors, four-way adjustable manual front seats, 60/40-split fold-down rear seats, power windows, power door locks, electric power steering, AM/FM/CD stereo with four speakers, auxiliary audio input jack, theft-deterrent system, and P205/60R15 tires on steel wheels with wheel covers. Anti-lock brakes and electronic stability control are optional as a package ($510). Other options include a read deck-lid spoiler ($210), floor mats ($110), an auto-dimming mirror ($125), splash guards ($140), and interior accent lighting ($300). 

The 2.0 S ($17,160) adds a height adjustment for the driver's seat, power exterior mirrors, remote keyless entry, cruise control, illuminated steering wheel audio controls, a six-speaker sound system, vehicle information display, and P205/55R16 tires. ABS with electronic brake-force distribution is standard. A Convenience Package ($850) for the 2.0 S includes a leather-wrapped steering wheel, Bluetooth wireless cell phone link, power trunk release, and Intelligent Key keyless entry and ignition. Optional for the 2.0 S is Vehicle Dynamic Control with Traction Control ($370), plus the features available for the 2.0. 

The 2.0 SR ($17,160) is equipped identically to the 2.0 S, but has a sportier appearance, with a sport grille, unique front and rear fascia treatments, side sill spoilers, rear decklid spoiler with integrated brake light, smoked headlights and taillights, driving lights, exhaust tip, and SR badging on the rear deck. 

The 2.0 SL ($18,560) gets leather upholstery, leather-wrapped steering wheel, Intelligent Key, Bluetooth hands-free cell phone link, XM Satellite Radio, and alloy wheels. Options include a Premium Package ($700) with moonroof, illuminated visor vanity mirrors, cargo net and hooks; a Premium Plus Package ($850) with all of the above plus heated front seats; a Technology Package ($880) with a 340-watt eight-speaker Rockford Fosgate AM/FM radio with six-disc CD/MP3 and a RearView Monitor; navigation ($400); and leather ($700). 

The SE-R ($19,580) features a 2.5-liter four-cylinder that makes 177 hp and 172 pound-feet of torque and it is mated to a CVT. The SE-R comes with a sports suspension, a rear spoiler and P225/45R17 all-season tires. Optional with the SE-R is the SE-R Upgrade Package ($2,050) with moonroof, dual visor vanity mirrors, XM Satellite Radio, RearView Monitor, Intelligent Key with keyless ignition, and the 340-watt Rockford Fosgate audio system. 

The SE-R Spec V ($20.080) comes with the 2.5-liter engine tuned to produce 200 hp and 180 pound-feet of torque, and a six-speed manual gearbox. The SE-R Spec V has a performance suspension and W-rated P225/45R17 tires. It deletes the folding rear seat. Optional is a Spec V Upgrade Package ($2,200), which is identical to the SE-R Upgrade Package except that it also includes a Helical Limited-Slip Differential. 

Both SE-R models include Vehicle Dynamic Control, Nissan's electronic stability control system, which includes Traction Control; anti-lock brakes; Electronic Brake-force Distribution (EBD); AM/FM/CD/USB audio unit with six speakers, 160 watts and a 4.3-inch color display; and a leather-wrapped steering wheel. 

Safety equipment includes dual-stage front airbags, front side airbags, full-length curtain airbags, active front-seat headrests, and a tire-pressure monitor. Antilock brakes with electronic brake-force distribution are standard on all but the 2.0, where they are optional. 


The Nissan Sentra is larger than the subcompact Versa and smaller than the midsize Altima. From every angle, it looks like the latest-generation Nissans. With its crisp character lines, the Sentra resembles a scaled down Altima. We like the new front end; it manages to look both cleaner and richer and more upscale, all at once. The previous look was sort of angular, with the fog lamps in sharp-edged openings and what seemed like a lot of cuts and creases, but the new front end is smoother. The grille opening looks like that of a more expensive car, and the integration of the grille, lower air intake, headlamps and fog lamps is much cleaner and less busy. 

The new look also works well with the short overhangs, which give the Sentra a sporty, assertive appearance. 

Along the sides, only widened bodywork around the wheels breaks up the clean, attractive doors and quarter panels. A character line rises from the front door back to a tall trunk, giving the Sentra a bit of a rake. Large door openings make it easy to climb in and out, and a high, distinctive rear deck offers ample trunk space. 

The contemporary Nissan appearance continues at the rear, where the high trunk lid is flanked by white and red taillights that have a Nissan family look. The long roof line resolves itself in a short trunk lid. 

Sentra SE-R models have more aggressive front and rear fascias, side sill extensions that visually lower the car, a rear spoiler, and beefy, low-profile 17-inch tires on alloy wheels. 

No matter what Sentra you choose, you'll make no compromises in looks, comfort, safety or style, to have this inexpensive compact car in your driveway. 


The Nissan Sentra is a good choice for drivers who spend a lot of time in their cars. For example, the locking glovebox is deep enough to hold a laptop computer. There is also an available integrated removable CD holder on the headliner above the driver's sun visor. The front of the center console has a tray for items such as cell phones, as well as two cupholders that are adjustable for 20-ounce bottles or 32-ounce mega cups. Pockets with see-through netting are provided on the backs of the front seats for passengers' cell phones and iPods. 

The Sentra's interior volume measures 97.4 cubic feet, more than many of its competitors. The trunk measures 13.1 cubic feet (12.0 cubic feet for the SE-R Spec V). To increase cargo space, the 60/40 split rear seat can be folded flat, to open up the space into the trunk (due to a structural bulkhead, the SE-R Spec V lacks the folding seat). There's no problem fitting a bicycle or maybe two back there, through the trunk; two friendly people could even sleep back there. 

We've spent time with a bare-bones Sentra 2.0 with cloth seats, a fully equipped 2.0 SL with leather, and a SE-R Spec V with its sport seats. We liked all of them. 

We loved the supportive feel of the cloth seats; they embrace your back like a good hug, and are neither too firm nor too soft. The available leather is plush for a compact car; there's no reason to ride in a penalty box just because you're trying to save gas. The SE-R's sport seats are better bolstered and have a grippy fabric to keep the driver in place during enthusiastic cornering. They also get more flair, with special stitching and red seat belts on the Spec V. 

The four-speaker sound system in the 2.0 was okay, while the eight-speaker Rockford Fosgate audio system with in-dash six-CD in the 2.0 SL was great. 

A long wheelbase with short overhangs results in agreeable legroom for the rear-seat passengers. The back seats are relatively flat, however, so they won't be comfortable for long trips. 

The instrument panel might be the nicest aspect of the interior. Again, it is very stylish, and functional, too. The instruments are sharp, the controls easy to operate, and the center stack features a strong-looking shift lever rising out at an agreeable angle, where it's easy to grab and operate. The trim around it all is a handsome flat silver. SE-R models get two additional gauges at the top of the center stack, one for oil pressure and one that displays acceleration and deceleration g forces. 

Driving Impression

The Nissan Sentra holds its own in a world of big vehicles. The base 2.0-liter engine puts the Sentra on par with other high-tech four-cylinder engines. Boasting an aluminum block and head, continuously variable valve timing, and electronic fuel injection, the 2.0-liter makes 140 horsepower. However, the real story is its strong torque of 147 pound-feet. Torque is important because it's needed for acceleration from lower speeds, such as when accelerating from an intersection or up a steep grade, and the Sentra feels quite powerful around town and in traffic. 

Our Sentra 2.0 zoomed up freeway on-ramps, and felt like it belonged in the fast lane. It ran in 80-mph traffic with ease and had no trouble cruising at 90. The engine wasn't loud and didn't feel strained at that pace, although under full-throttle acceleration it was a bit noisy from 5000 rpm up to its redline of 6500. 

Fuel economy for a Sentra with the 2.0-liter engine is an EPA-rated 26/34 mpg City/Highway with the CVT transmission, and 24/31 mpg with the six-speed manual. 

The CVT is now in its third generation, and the technology has improved greatly. The main benefit with a CVT is better gas mileage, a result of less internal friction. With only two ranges, high and low, it's smoother because there's less shifting, though the sound is odd, as if the car is winding up like a snowmobile. Floor the gas pedal and the Sentra surges ahead aggressively. 

The Sentra SE-R Spec V feels docile in traffic, in spite of the performance from its 200-horsepower 2.5-liter four-cylinder. It makes its best power near redline, from 6600-7000 rpm, so you need to drive it enthusiastically to get the most out of it. It doesn't feel high-strung, however. It's easy to live with and provides that extra bit of oomph when you want to play. The Spec V comes with an easy-shifting six-speed manual transmission and the clutch works with ease, making the Spec V feel more like an everyday driver than a sport compact. 

The suspension on all Sentras is struts in front with a torsion beam in the rear: the rear is a compact design with separate shocks and coil springs that allows more room for the trunk that's above it. In its base form, the suspension is forgiving. In its most aggressive state, in the SE-R Spec V (with higher-rate springs, shocks and bushings), it's firm in a quality kind of way, yet never harsh or uncomfortable. It feels rugged and inspires confidence out there in the cruel world of roadway realities. It even felt comfortable over a series of Chicago potholes. We haven't driven the standard SE-R, but we suspect it is also quite comfortable. 

We had the opportunity to drive the SE-R Spec V at the fast 4.0-mile Road America circuit near Elkhart Lake, Wisconsin. We found it to be fun but not razor sharp. The engine revved predictably, without climbing too quickly for the driver to keep up with gear shifts. The brakes didn't fade during our high-speed lap, and the handling gave nice feedback. 

We also thrashed it around an autocross course. The engine provided good power out of corners, so much so that we spun the inside wheel. We would recommend the optional limited-slip differential for anyone wanting to do parking-lot autocrosses or other hard driving in the Spec V. The car leaned more in quick, sharp turns than an autocrosser would like, and wasn't as sharp as the likes of a Mini Cooper S or BMW 1 Series. Overall, when it comes to ride and handling, the Spec V is a comfortable road car, with decent handling that provides a lot of feedback as it approaches the edge of adhesion. 

The brakes felt good on the street. Base models have vented 11-inch discs in front and drums in rear. The SE-R has 11.7-inch front discs and 11.5-inch rear discs, and the SE-R Spec V gets 12.6-inch front rotors. ABS is standard on all but the base model. We recommend ABS because the anti-lock brakes allow you to brake and steer at the same time in a panic stop. 

The Sentra uses electric power steering, as opposed to hydraulic. It's speed-sensitive, which means the feel is lighter when parking and heavier out on the freeway, as it should be. 


The Nissan Sentra is a solid compact sedan that gets good gas mileage and offers a great value. The cabin is roomy and comfortable with nice seats and an attractive instrument panel. Sentra offers two excellent engines and a fine, forgiving chassis. The SE-R Spec V provides driving fun without being harsh or high strung. Nissan nailed this one. 

NewCarTestDrive.com correspondent Sam Moses reported from San Francisco, with Kirk Bell reporting from Chicago. 

Model Lineup

Nissan Sentra 2.0 manual transmission ($15,420); 2.0 CVT ($16,600); 2.0 S ($17,160); 2.0 SR ($17,160); 2.0 SL ($18,560); SE-R ($19,580); SE-R Spec V ($20,080). 

Assembled In

Aguascaliente, Mexico. 

Options As Tested


Model Tested

Nissan Sentra 2.0 CVT ($16,600). 

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