Original subtitles

Narrator: TODAY ON "HOW IT'S MADE: DREAM CARS,"

THE ARIEL ATOM 3S,

A SUPERCAR BUILT FOR THE TRACK BUT COMFORTABLE ON THE ROAD.

-- Captions by VITAC -- www.vitac.com

CAPTIONS PAID FOR BY DISCOVERY COMMUNICATIONS

♪♪

THE 20,000-SQUARE-FOOT FACILITY

LOCATED IN HALIFAX COUNTY, VIRGINIA,

HOUSES THE TMI AUTOTECH HEADQUARTERS.

THIS IS WHERE HIGHLY SKILLED WORKERS

ASSEMBLE THE ARIEL ATOM 3S.

FOR THE FINAL ASSEMBLY STEP,

EACH UNIT IS ASSIGNED TO ONE TECHNICIAN

WHO COMPLETES THE MONTH-LONG MANUFACTURING PROCESS.

TECHNICIANS WORK SIDE BY SIDE ON FIVE UNITS

AT DIFFERENT STAGES OF THE ASSEMBLY PROCESS.

IT TAKES ABOUT 4 WEEKS

TO GET FROM THE BARE, POWDER-COATED CHASSIS

TO THE ASSEMBLED EXOSKELETON OF THE CAR,

WHICH IS FITTED WITH A FIBERGLASS BASE.

THE BASE HOLDS A LAMINATED SAFETY GLASS WINDSHIELD,

A FRONT-MOUNTED ALUMINUM RADIATOR,

AND FIVE-SPOKE RACE MOTOR SPORT WHEELS.

THIS 3S COMES EQUIPPED WITH HIGH-OUTPUT HEADLIGHTS,

A PUSH-ROD AND ROCKER-ARM REAR SUSPENSION SYSTEM,

SPECIAL 12-SPOKE RIMS,

AND LOADED WITH A 365-HORSEPOWER ENGINE.

THE TWO IN-FRONT SUSPENSION DAMPERS

ALLOW THE CAR TO BEND INTO CURVES

RATHER THAN DARTING INTO THEM.

♪♪

A MECHANICAL ENGINEER REVIEWS THE ATOM'S EXOSKELETON DESIGN,

USING A CAD SOFTWARE

TO STUDY A 3-D MODEL OF THE CHASSIS.

HE GOES OVER THE WELDING SPECIFICATIONS

FOR ALL 183 INDIVIDUAL PIECES COMPRISING THE CHASSIS.

A FABRICATION TECHNICIAN ASSEMBLES THE CHASSIS

ON A MODULAR FIXTURE TABLE.

HE POSITIONS THE MACHINED ALUMINUM JIG

AND SECURES IT IN PLACE.

THIS KEEPS THE CHASSIS TUBE STABLE

DURING THE WELDING PROCESS.

THE TECHNICIAN BRINGS IN A ROLLED STEEL TUBE,

WHICH WILL FORM THE RIGHT UPPER SIDE RAIL OF THE CHASSIS.

HE PLACES THE TUBE FLUSH AGAINST THE FRONT-END MODULE

BEFORE HE POSITIONS ANOTHER TUBE ACROSS THE FRAME.

THE ENTIRE CHASSIS IS BUILT USING MILD STEEL.

THE ELECTRIC RESISTANCE WELDING PROCESS

INCREASES THE STRENGTH AND HARDNESS OF THE STEEL

WHILE DECREASING ITS DUCTILITY.

THE ROLLED STEEL IS FORMED INTO A ROUND TUBE

AND CLOSED USING A FLASH BUTT WELDING TECHNIQUE.

THE TUBE IS THEN DRAWN OVER A MANDREL

TO REMOVE THE WELD SEAM.

THIS PROCESS MAKES THE CHASSIS STIFFER

AND MORE RESISTANT,

LEAVING THE TUBING VIRTUALLY SEAMLESS.

THE TECHNICIAN BRINGS IN THE SIDE RAIL,

ALIGNS IT WITH THE LASER-NOTCHED END OF THE MAIN TUBE,

AND PLACES IT ON THE FRONT-END MODULE.

IT TAKES ABOUT A DAY TO TACK THE ENTIRE CHASSIS

BEFORE IT'S READY FOR FINISH WELDING.

A WELDER STARTS ON THE BASE OF A CHASSIS TUBE

USING A TIG WELDING TORCH

AND A SILICON BRONZE ROD.

NEXT, HE TAKES SMALL LASER-CUT STEEL PARTS

THAT HAVE BEEN ENGINEERED TO MAKE CHASSIS BRACKETS.

HE PLACES THE PIECES ON A ROTATING WELDING FIXTURE,

CLAMPS THEM FIRMLY,

AND WELDS THEM USING A SMALL SILICON BRONZE TIG ROD.

THE MELTING POINT OF SILICON BRONZE

IS AROUND 1,800 DEGREES FAHRENHEIT,

ABOUT 700 DEGREES BELOW THE MELTING POINT OF STEEL.

SILICON BRONZE WELDING REQUIRES LESS HEAT.

SO THERE'S LESS OF A CHANCE THAT THE WELDER WILL MELT

THE STEEL BASE METAL INTO THE WELD,

WHICH COULD THEN BRITTLE OR CRACK.

THE WELDER PUTS THE PIECE ON AN ALUMINUM BLOCK

AND SECURES IT WITH CUSTOMIZED FIXTURES.

HE PLACES ANOTHER LASER-CUT STEEL PIECE ON THE BLOCK.

HE USES A FIXTURE TO HOLD IT IN PLACE.

THIS TIME, HE USES A STEEL FILLER ROD

BECAUSE THIS PARTICULAR WELDING SEAM

WILL NOT BE VISIBLE ON THE CHASSIS.

THESE THREE-PIECE BRACKETS FORM ROLL BAR MOUNTS.

USING A LOCATOR FIXTURE AND A SPACER,

THE WELDER POSITIONS THE BRACKET ON THE FRAME.

HE SECURES THE FIXTURE IN PLACE BY DRIVING ITS THREADED HEAD

THROUGH A HOLE MACHINED INTO THE TUBING.

USING A TIG TORCH,

THE WELDER BRAZES THE SILICON BRONZE FILLER,

WHICH BONDS THE BRACKET TO THE MAIN SIDE RAIL

AND TO THE REAR SUB-FRAME ASSEMBLY.

HE REMOVES THE LOCATOR FIXTURE,

LEAVING THE ROLL BAR MOUNTS SAFELY WELDED ONTO THE CHASSIS.

THE CHASSIS RESTS ON A ROTATING FIXTURE CALLED A ROTISSERIE.

ON THIS WELDING JIG,

THE CAR'S EXOSKELETON CAN ROTATE A FULL 360 DEGREES.

THIS ENSURES ACCURATE WELDING

AND SAFE ACCESS TO ALL WELDING POINTS.

THE ASSEMBLED SPACE FRAME

COMES WITH A DISTINCTIVE AIR INTAKE HOOP

AND AN EMBEDDED STEERING COLUMN WELDED INTO THE CHASSIS.

♪♪

♪♪

Narrator: THE COLD-ROLLED STEEL FENDER STAY

IS A DISTINCTIVE PART OF THE ARIEL ATOM.

IT FEATURES A STOP WASHER

SPOT WELDED WITH A TIG STEEL FILLER

AND MIG-WELDED MOUNTING TABS FOR BETTER RESISTANCE.

♪♪

A WORKER FEEDS ROLLED STEEL INTO A TUBE-BENDING MACHINE.

THE WIPER DIE SYSTEM BOTH BENDS

AND PUTS PRESSURE ALL AROUND THE TUBE

TO PREVENT IT FROM COLLAPSING OR DEFORMING.

AS THE NEXT TUBE SECTION COMES OUT,

THE BEND DIE RETURNS TO ITS AXIS.

THE CLAMP DIE AND PRESSURE DIE

MOVE INTO POSITION FOR THE SECOND BEND.

IN LESS THAN ONE MINUTE,

THE MULTI-RADIUS CNC TUBE BENDING MACHINE

AUTOMATICALLY MAKES A SERIES OF FOUR BENDS

TO FORM THE FENDER STAY.

THIS CNC BENDER ALLOWS FOR ACCURATE BENDS

AS WELL AS REPEATABILITY FOR FUTURE BUILDS.

A WELDER NOW BRINGS THE FENDER STAY

FROM THE TUBE BENDING MACHINE TO THE WELDING TABLE.

HE MOUNTS TABS ON A MACHINED ALUMINUM FIXTURE

DESIGNED TO ENSURE THE MOST ACCURATE WELDING.

HE THEN INSERTS AND ROUGHLY LOCATES WASHERS

ON THE FENDER STAY TUBE.

ONCE THE WASHERS ARE IN PLACE,

THE WELDER POSITIONS THE FENDER STAY ON THE FIXTURE.

HE COMPLETES THE ASSEMBLY WITH AN ADDITIONAL MOUNTING TAB.

HE STARTS WELDING THE MOUNTING TABS

USING A MIG WELDING TORCH.

WHILE CURRENT FLOWING BETWEEN THE ELECTRODE

AND THE METAL CREATES AN ELECTRIC ARC,

SHIELDING GASES BLOW THROUGH THE TORCH.

THIS PREVENTS AMBIENT ATMOSPHERIC GASES

FROM FLOWING INTO THE WELD.

THE WELDER THEN SWITCHES BACK TO TIG WELDING

TO TACK-WELD THE FENDER STOP WASHER.

ONCE THE WELDING IS COMPLETE,

THE WELDER UNFASTENS THE WORK PIECE FROM THE FIXTURE

AND TAKES IT TO THE ASSEMBLY LINE.

MEANWHILE, AN ENGINEER WORKS ON THE UPRIGHT ASSEMBLY HOUSING.

IN HIS 3-D CAD SYSTEM,

HE STUDIES THE INTERACTION OF THE PIECES,

SUCH AS THE DRIVE FLANGES AND THE WHEEL BEARING.

HE CHECKS THE FIT BETWEEN THE PIECES

BEFORE THE UPRIGHT FABRICATION BEGINS.

A FABRICATION TECHNICIAN NOW TAKES A WHEEL BEARING HOUSING

AND MOUNTS IT ON AN ALUMINUM JIG.

HE INSERTS A LOCATING FIXTURE THROUGH THE HOUSING

TO ENSURE CORRECT PLACEMENT OF THE PIECE IN THE ASSEMBLY.

NEXT, HE PICKS UP A CAREFULLY MACHINED PART

AND FITS IT TO THE WHEEL BEARING HOUSING

USING ANOTHER SCREW-ON LOCATING FIXTURE.

HE REPEATS THE OPERATION ON THE OTHER SIDE

TO FORM THE UPRIGHT.

THE TECHNICIAN CLOSES THE ASSEMBLY WITH METAL PLATES

LASER-CUT FOR A HIGH-PRECISION FIT

AGAINST THE WHEEL BEARING HOUSING.

THE TECHNICIAN HAMMERS ANOTHER LOCATING FIXTURE IN PLACE

BEFORE HE POSITIONS THE LASER-CUT STEEL PIECE

TO COMPLETE THE UPRIGHT ASSEMBLY.

USING A MIG WELDING TORCH,

HE STARTS WELDING THE PARTS TOGETHER,

FOLLOWING A CONSISTENT PATTERN

TO ENSURE THAT ALL JOINTS ARE WELDED PROPERLY.

THE PROCESS TAKES ABOUT 20 MINUTES TO COMPLETE.

AFTER WELDING, THE UPRIGHT GOES FOR MACHINING

TO ENSURE THE CORRECT BORE SIZE FOR THE BEARING.

MOUNTED ON A CNC LATHE,

THE PIECE STARTS TURNING COUNTERCLOCKWISE.

A COOLING SPRAY PREVENTS THE PIECE

FROM OVERHEATING WHILE THE HIGH-SPEED LATHE

BORES A SOCKET FOR THE BEARING INSIDE THE HOUSING.

THE MACHINED UPRIGHT IS READY FOR POWDER COATING.

A TECHNICIAN ASSEMBLES THE POWDER-COATED UPRIGHT.

HE PLACES THE BEARING IN THE HOUSING

AND ACTIVATES THE HYDRAULIC PRESS.

THE POWER HEAD OF THE PRESS

SLOWLY PUSHES THE BEARING INTO THE HOUSING.

THE PRESS IS EQUIPPED WITH A CUSTOM ALUMINUM TOOLING,

PRESSING ONLY ON THE OUTER PORTION OF THE BEARING.

IT USES LOW PRESSURE TO AVOID DEFORMATION

OF THE BEARING OR HOUSING.

THE TECHNICIAN TAKES A RETAINING RING

DESIGNED TO SECURE THE BEARING

AND INSERTS IT MANUALLY INTO THE HOUSING.

USING AN L-KEY TOOL, HE PUSHES THE SPIRAL LOCK RING

INTO THE HOUSING.

CONTRARY TO SELF-LOCKING RETAINING RINGS,

THE SPIRAL RING SIMPLY POPS

INTO A MACHINED GROOVE IN THE HOUSING.

♪♪

ONCE THE BEARING IS LOCKED IN FROM THE BACK

WITH THE RETAINING RING,

THE TECHNICIAN PLACES THE BEARING SEAL

ON THE FRONT SIDE OF THE ASSEMBLY.

HE POSITIONS AN ALUMINUM TOOLING ON THE BEARING SEAL

AND USES AN ARBOR PRESS TO FIT IT TIGHTLY

INTO THE UPRIGHT ASSEMBLY HOUSING.

THE SEAL KEEPS CONTAMINANTS OUT OF THE BEARING

TO ENSURE MAXIMAL ROTATION SPEED.

THE TECHNICIAN PLACES THE DRIVE FLANGE ON THE JIG

AND INSTALLS THE UPRIGHT ON TOP.

HE LOWERS THE POWER HEAD AGAINST THE BEARING

AND USES THE ARBOR PRESS

TO PUSH THE DRIVE FLANGE INTO THE WHEEL BEARING.

THE TECHNICIAN THEN REMOVES THE UPRIGHT ASSEMBLY

FROM THE JIG.

HERE, YOU CAN SEE THE AXLE SPLINES

DRIVEN THROUGH THE WHEEL BEARING

BEFORE THE BEARING SEAL IS INSTALLED.

♪♪ ♪♪

Narrator: ASSEMBLING AN ARIEL ATOM 3S STARTS

WITH THE DOUBLE WISHBONE FRONT SUSPENSION.

THE AIR INTAKE HOOP IS INTEGRATED

INTO THE EXOSKELETON CHASSIS

AS IS THE REAR SUBFRAME HOUSING MODULE FOR THE ENGINE.

♪♪

AT THE TMI AUTOTECH HEADQUARTERS,

TWO ASSEMBLY TECHNICIANS

SLIDE THE FIBERGLASS TUB UNDERNEATH THE CHASSIS.

THEY LIFT IT UP AGAINST THE SIDE RAILS

AND USE PRE-WELDED TABS

TO MOUNT IT ON THE CHASSIS WITH ASSEMBLY NUTS AND BOLTS.

THE TECHNICIANS FIT THE ALUMINUM FUEL TANK

RIGHT BEHIND THE SEAT.

THEY MAKE SURE THE FUEL TANK IS LEVELED

AND TAKE MEASUREMENTS TO ENSURE THAT THE ENGINE FITS PROPERLY.

USING MASKING TAPE

TO AVOID SCRATCHING THE POWDER-COATED CHASSIS,

THEY FINE-TUNE THE FUEL TANK'S POSITION.

THEY THEN DRIVE ASSEMBLY BOLTS THROUGH THE MOUNTING TABS

TO HOLD THE TANK IN PLACE

BEFORE USING A RATCHET AND WRENCH TO TORQUE THE NUTS.

NEXT, TECHNICIANS INSTALL THE CHASSIS LOOM.

IT'S AN ELECTRICAL HARNESS THAT CONNECTS

ALL THE ELECTRONIC COMPONENTS TO A FUSE BOX.

A TECHNICIAN INSTALLS THE CHASSIS LOOM ON THE CAR.

HE PLACES THE FUSE BOX

IN THE FIBERGLASS BATTERY BOX AT THE FRONT.

HE THEN ROUTES THE HARNESS ALONG THE CHASSIS

USING PRE-WELDED LOCATIONAL TABS AND TIE WRAPS.

THE HARNESS ENDS AT THE DASHBOARD,

WHERE THE LOOM WILL CONNECT

WITH THE DIGITAL DISPLAY UNIT CONTROLLERS AND MONITORS.

THE TECHNICIAN FASTENS THE HARNESS TO THE CHASSIS

WITH A TIE WRAP.

USING AN OVERHEAD HOIST,

TWO TECHNICIANS CAREFULLY LOWER THE DRIVE TRAIN

INTO THE ENGINE COMPARTMENT OF THE REAR SUB-FRAME.

WITH A HANDHELD TOOL,

A TECHNICIAN DRIVES AN ENDLESS SCREW

TO ACTIVATE THE SPECIAL TILTING MECHANISM OF THE HOIST.

THIS SYSTEM ALLOWS THE TECHNICIANS

TO POSITION THE ENGINE IN THE FRAME.

ONCE THE DRIVE TRAIN IS IN POSITION,

THEY REMOVE THE HOIST.

A TECHNICIAN CONNECTS THE EXHAUST

AND FORCED-INDUCTION TURBOCHARGER

TO THE SINGLE PORT MANIFOLD OF THE ENGINE.

HE BOLTS IT ONTO THE BACK OF THE ENGINE

USING A TORQUE WRENCH TO TIGHTEN THE NUTS.

HE NOW ASSEMBLES THE UPRIGHT TO THE SUSPENSION.

HE INSERTS BOLTS THROUGH THE ROD ENDS

OF THE LOWER SUSPENSION ARM.

THE BOLTS ACT AS FIRM AND PRECISE ATTACHMENT POINTS

FOR THE UPRIGHT ASSEMBLY.

THESE LOWER ROD ENDS WILL ALSO AID IN THE ALIGNMENT

OF THE VEHICLE SUSPENSION.

THE TECHNICIAN NOW TAKES THE DRIVE AXLE

AND CONNECTS IT TO THE TRANSMISSION.

HE LOCKS THE AXLE IN WITH A SNAP RING

BEFORE CONNECTING THE UPRIGHT TO THE DRIVE AXLE.

THE TECHNICIAN THEN SCREWS ON THE AXLE NUT

AND COMPLETES THE ASSEMBLY

BY BOLTING THE UPRIGHT TO THE UPPER WISHBONE.

NEXT, THE TECHNICIAN POSITIONS THE FENDER STAY

IN THE SUSPENSION ASSEMBLY,

ALIGNING THE PRE-WELDED MOUNTING TABS

OF THE FENDER STAY WITH THE UPRIGHT.

HE THEN INSERTS ASSEMBLY BOLTS

AND USES AN ELECTRIC TORQUE WRENCH TO TIGHTEN THEM.

THE TECHNICIAN NOW INSERTS

THE VENTILATED AND FLOATING BRAKE DISK

ON THE WHEEL HUB.

HE BOLTS A WHEEL NUT IN PLACE

TO FACILITATE THE INSTALLATION OF THE BRAKE CALIPER.

NEXT, HE MOUNTS

THE FOUR-PISTON BRAKE CALIPER ON THE BRAKE DISK

AND ATTACHES IT TO THE UPRIGHT ASSEMBLY.

THE TECHNICIAN INSERTS A PAIR OF BRAKE PADS

BETWEEN THE CALIPER AND THE DISK.

HE POSITIONS A BRACKET

AND INSERTS A LOCK PIN THROUGH THE CALIPER,

SECURING THE BRAKE PADS IN PLACE.

THE TECHNICIAN FINALLY INSTALLS THE PARKING BRAKE CALIPER

ON THE REARWARD SIDE OF THE BRAKE DISK.

HE COMPLETES THE BRAKE ASSEMBLY

BY BOLTING THE PARKING BRAKE ON THE UPRIGHT

USING AN ELECTRIC IMPACT WRENCH TO TORQUE THE BOLTS.

THE TECHNICIAN NOW PREPARES TO INSTALL

THE REAR SUSPENSION DAMPER.

HE INSTALLS A FASTENER TO ATTACH

THE UPPER PORTION OF THE DAMPER TO THE CHASSIS

AND INSERTS SPACERS ON THE LOWER PORTION OF THE DAMPER.

HE ATTACHES THE DAMPER TO THE BELL CRANK,

WHICH CONNECTS THE SUSPENSION DAMPER

TO THE LOWER WISHBONE ARM.

FINALLY, HE INSTALLS THE FIBERGLASS FENDER

OVER THE UPRIGHT ASSEMBLY.

♪♪

♪♪

Narrator: THE ATOM 3S FEATURES A DISTINCTIVE AIR INTAKE SNORKEL

EMBEDDED IN THE CHASSIS,

TWO SIDE RADIATORS

INTEGRATED WITH A TURBOCHARGER INTERCOOLING SYSTEM

AND A STAINLESS STEEL,

CUSTOM-FABRICATED, REPACKABLE EXHAUST.

♪♪

THE FABRICATION TECHNICIAN

MOUNTS A FIVE-SPOKE MOTOR SPORT WHEEL ON THE DRIVE FLANGE.

HE TIGHTENS THE NUTS

WITH AN ELECTRIC IMPACT TORQUE WRENCH.

A FIBERGLASS ENGINE COVER PROTECTS THE ENGINE BLOCK.

IT ALSO SERVES AS A BASE FOR THE ENGINE COOLANT RESERVOIR

AND THE WASHABLE AIR FILTER,

WHICH IS SEALED WITH THE INTAKE SNORKEL.

THE TECHNICIAN INSTALLS THE FRONT RADIATOR

AND FAN ASSEMBLY ON THE FRONT SUB-FRAME MODULE.

HE MOUNTS THE RADIATOR

ON BONDED RUBBER INSULATION MOUNTS

DESIGNED TO ABSORB VIBRATIONS FROM THE ROAD.

HE THEN CONNECTS THE RADIATOR TO THE MAIN ELECTRICAL HARNESS.

TWO TECHNICIANS INSTALL

THE CUSTOM-MOLDED, UPHOLSTERED SEAT COVER

ON TOP OF THE FIBERGLASS BUCKET.

THE COVER HAS BUILT-IN SLOTS FOR THE GEAR SHIFT LEVER

AND FOR THE HARNESS ANCHOR POINTS.

AT LAST, A TECHNICIAN BRINGS IN

THE AERODYNAMIC FIBERGLASS SIDE POD

AND POSITIONS IT ON TOP OF THE SIDE RADIATOR.

THE TECHNICIANS FINALIZE THE ASSEMBLY

WITH THE WIND SCREEN,

THE FIBERGLASS NOSE AND HOOD,

ALONG WITH THE FRONT WHEELS AND FENDERS.

BEFORE LEAVING THE ASSEMBLY AREA,

EACH CAR UNDERGOES A SERIES OF TESTS

ON A CHASSIS DYNAMOMETER, OR DYNO.

[ ENGINE REVS ]

THE DYNO USES WHAT IS CALLED THE SALVISBERG ROLLER

TO MONITOR VARIOUS ASPECTS OF THE CAR'S PERFORMANCE,

SUCH AS ENGINE SPEED AND LOAD CONTROL.

IN A CONTROLLED ENVIRONMENT,

THE ROLLERS ALLOW THE TECHNICIAN TO FIRE UP THE ENGINE,

BRINGING IT FROM IDLE TO ALMOST 8,000 RPM.

A DRIVER NOW TAKES THE FINISHED CAR TO A TEST TRACK.

THE DRIVER PAYS SPECIAL ATTENTION

TO THE CAR'S ACCELERATION, BRAKING, AND CORNERING.

HE ALSO LISTENS FOR UNUSUAL SOUNDS

OR ABNORMAL VIBRATIONS.

THE TEST TRACK IS DESIGNED TO PUT THE CAR TO THE TEST,

WITH SHARP TURNS EXERTING VERY HIGH CORNERING FORCES

AND LONG, STRAIGHT STRETCHES TO ASSESS THE ACCELERATION.

AFTER A SERIES OF LAPS,

THE CAR PULLS OFF THE ROAD FOR A PIT STOP.

TECHNICIANS VISUALLY INSPECT THE CAR

FOR LEAKS, LOOSE PARTS, OR ANY AREAS OF CONCERN.

THE TECHNICIANS ALSO MANUALLY INSPECT THE CAR

TO MAKE SURE NOTHING HAS COME LOOSE DURING THE TEST LAPS.

WITH THE TECHNICIANS' APPROVAL,

THE DRIVER HEADS BACK TO THE TRACK

FOR A LAST TEST DRIVE.

THIS ROAD-READY ATOM 3S FEATURES A FRONT AIR FOIL

FOR LIFT REDUCTION,

SPECIAL 12-SPOKE WHEELS,

AND A HONDA 2.4-LITER ENGINE

TIGHTLY PACKED UNDER A FIBERGLASS COVER.

EQUIPPED WITH A SIX-POINT HARNESS,

A REMOVABLE STEERING WHEEL,

AND TWO-PIECE SPRING DAMPERS,

THIS HIGH-PERFORMANCE, ROAD-LEGAL CAR

HAS SEVERAL RACE-INSPIRED FEATURES,

SUCH AS THE AERODYNAMIC SIDE PODS

AND THE REAR AIR FOIL FOR DRAG REDUCTION.

A DRIVER NOW TAKES THE CAR

FOR A TOUR ON SMALL COUNTRY ROADS.

ON A FLAT ROAD SURFACE,

THE CAR IS WELL-BALANCED

AND BITES SMOOTHLY INTO THE CURVES.

THIS CAR IS NOT DESIGNED

FOR REGULAR, INNER-CITY COMMUTERS.

THE ARIEL ATOM 3S IS A CAR

FOR DRIVING ENTHUSIASTS TO ENJOY ON AN OPEN ROAD,

WHERE THE FULL POTENTIAL OF THIS SUPERCAR

CAN BE PUT TO GOOD USE.