Original subtitles

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

THE JAGUAR F-TYPE,

A 21st CENTURY SPORTS CAR WITH A FAMOUS LINEAGE.

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

CAPTIONS PAID FOR BY DISCOVERY COMMUNICATIONS

JAGUAR STARTED OUT OF THE NORTH OF ENGLAND IN 1922,

BUT IT'S BEEN HEADQUARTERED IN THE WEST MIDLANDS,

THE HEART OF INDUSTRIAL ENGLAND,

FOR MORE THAN HALF A CENTURY.

IN THE BEGINNING, THE COMPANY STARTED OUT

MANUFACTURING SIDECARS FOR MOTORCYCLES.

IN FACT, IT WAS CALLED THE SWALLOW SIDECAR COMPANY.

IT WASN'T UNTIL AFTER WORLD WAR II

THAT THE NAME WAS CHANGED TO JAGUAR CARS.

VISIONARY FOUNDER SIR WILLIAM LYONS

TRANSFORMED THE COMPANY INTO A MANUFACTURER

OF SOME OF MODERN HISTORY'S MOST ICONIC CARS.

PRODUCED IN 1938,

THIS TWO-SEATER WAS DUBBED THE SS JAGUAR 100

BECAUSE IT WAS THE FIRST CAR

THAT COULD GO 100 MILES PER HOUR.

LAUNCHED IN 1948,

THE XK 120 WAS THE FIRST CAR WITH THE LEGENDARY XK ENGINE.

AS THE NAME SUGGESTS,

THE CAR COULD EXCEED 120 MILES PER HOUR.

WILLIAM LYONS' MAXIM OF "GRACE, SPACE, PACE"

WAS EMBODIED IN THIS 1965 MARK II,

FEATURING THE FAMOUS LEAPER HOOD ORNAMENT.

THESE CARS ARE PART OF JAGUAR'S STORIED AUTOMOTIVE HERITAGE,

WHICH IS THE COMPANY'S BEDROCK.

THE ALL-NEW F-TYPE IS A DIRECT DESCENDANT

OF THE LEGENDARY E-TYPE,

WHICH ENZO FERRARI ONCE CALLED

"THE MOST BEAUTIFUL CAR IN THE WORLD."

BUT WHILE THE F-TYPE RECALLS THE COMPANY'S PAST,

IT'S AN ALL-NEW DESIGN FROM WHEELBASE TO RETRACTABLE ROOF.

THE DESIGN OF THE F-TYPE TAKES SHAPE HERE,

WHERE ALL NEW JAGUARS BEGIN.

THIS IS THE WHITLEY ENGINEERING CENTRE IN COVENTRY,

WHERE A STATUE OF COMPANY FOUNDER WILLIAM LYONS PRESIDES.

IT ALL STARTS WITH THE SIMPLEST OF TOOLS -- A PENCIL.

A TEAM OF DESIGNERS BEGINS SKETCHING IDEAS,

COMPETING WITH EACH OTHER

TO SEE WHO CAN COME UP WITH THE WINNING DESIGN.

THEIR ASSIGNMENT IS TO CREATE A TWO-SEATER JAGUAR SPORTS CAR

INSPIRED IN PART BY THE COMPANY'S HISTORY

BUT CONTEMPORARY IN EVERY SENSE,

MEETING ALL MODERN SAFETY AND EMISSION STANDARDS

WHILE PLEASING MODERN FASHION SENSIBILITIES.

ONCE THERE'S A WORKING DESIGN, THE ENGINEERS GIVE THEIR INPUT,

WORKING TOGETHER WITH THE DESIGNERS

TO FINE-TUNE THE PLANS.

SPECIALISTS CREATE A 3-D MODEL FROM THE FINAL DESIGN,

AND THIS IS USED TO CREATE A FULL-SCALE VERSION OF THE CAR.

AFTER MILLING A SMALLER VERSION OF THE DESIGN

IN EXPANDED POLYSTYRENE FOAM,

A TWO-INCH-THICK LAYER OF SYNTHETIC CLAY IS APPLIED

AND MACHINE-MILLED

BEFORE A CREW OF SKILLED MODELERS

BEGINS MAKING FINAL ADJUSTMENTS TO THE DESIGN.

WORKING WITH THE DESIGN AND ENGINEERING DEPARTMENTS,

THE MODELERS ADD AND SUBTRACT CLAY

TO FINE-TUNE THE MODEL.

THE WORK TAKES PLACE IN A CLIMATE-CONTROLLED ENVIRONMENT,

WHICH MAINTAINS THE REQUIRED TEMPERATURE AND HUMIDITY

TO KEEP THE CLAY FROM GOING TOO SOFT.

UNLIKE CONVENTIONAL CLAY,

THIS MATERIAL BECOMES MORE MALLEABLE WHEN HEATED

AND HARDENS WHEN COOLED.

A SPECIALIST USES A STEEL TOOL CALLED A SLICK

TO REMOVE MINUTE QUANTITIES OF CLAY

ACCORDING TO INSTRUCTIONS FROM THE DESIGN TEAM.

HE THEN DAMPENS THE SURFACE

AND BEGINS TO APPLY A FLEXIBLE, SLIGHTLY ADHESIVE MATERIAL.

THE CLAY HAS A MATTE SURFACE, WHICH ABSORBS LIGHT.

ONCE SMOOTHED INTO PLACE,

THIS SHINY MATERIAL MIMICS THE EFFECT

OF A FINISHED COAT OF PAINT,

ALLOWING THE DESIGNERS TO SEE

HOW LIGHT WILL REFLECT OFF THE SURFACE.

IF THE EFFECT IS NOT THE ONE DESIRED,

THE TEAM CAN CONTINUE TO ADD OR SUBTRACT CLAY

TO PERFECT THE SURFACE.

WHILE SKETCHES AND DIGITAL IMAGING

ARE KEY ELEMENTS OF THE DESIGN PROCESS,

WORKING WITH CLAY AT FULL SCALE

IS CRUCIAL TO ARRIVING AT A FINISHED DESIGN.

DESIGN ELEMENTS THAT LOOK GOOD ON PAPER

OR IN SMALL-SCALE MODELS

MAY NOT WORK WHEN SCALED UP TO FULL SIZE.

THIS IS WHY IT'S SO IMPORTANT TO USE CLAY,

WHICH, UNLIKE OTHER MATERIALS,

CAN BE SHAPED, BULKED UP, OR REMOVED

AT ANY POINT IN THE MODELING PROCESS.

SCULPTING WITH PAINSTAKING ATTENTION TO DETAIL,

THE WORKERS WHO MODEL THE CLAY ARE HIGHLY SPECIALIZED ARTISANS

IN HIGH DEMAND WITHIN THE AUTOMOTIVE INDUSTRY.

THEY RECEIVE CONSTANT INPUT

FROM THE DESIGNERS AND ENGINEERS AS THEY WORK.

WITH EVERY CHANGE,

THE MODELERS INPUT THE NEW PARAMETERS

TO THE DIGITAL VERSION OF THE DESIGN,

USING A 3-D PRECISION MEASURING MACHINE.

THIS INFORMATION GOES BACK

TO THE DESIGN AND ENGINEERING DEPARTMENTS,

WHERE IT'S CHECKED FOR FEASIBILITY.

CHANGES WANTED BY THE DESIGNERS

MAY NOT ALWAYS MEET ENGINEERING REQUIREMENTS AND VICE VERSA.

EVENTUALLY, THE MANY TEAMS WORKING ON THE DESIGN

REACH A POINT THEY CALL "STOP CLAY."

THIS MEANS THEY'RE FINALLY SATISFIED

WITH THE FULL-SCALE CLAY MODEL

AND IT'S TIME TO MOVE TO THE NEXT PHASE.

THE ENTIRE CLAY MODEL IS THEN SCANNED

INTO SPECIAL ENGINEERING SOFTWARE.

A TECHNICIAN USES THE SOFTWARE TO HIGHLIGHT THE DESIGN,

ALLOWING HIM TO SEE HOW LIGHT FALLS ON THE CAR.

THIS TOOL REVEALS ANY IMPERFECTIONS

IN THE SURFACE OF THE MODEL.

WHEN HE IDENTIFIES ANY FLAWS,

HE CAN USE THE SOFTWARE TO CORRECT THEM.

ANOTHER TECHNICIAN DIGITALLY ADDS A PAINT JOB TO THE MODEL

AND AGAIN CHECKS SURFACES.

ESSENTIALLY, THE SOFTWARE IS A VISUALIZATION TOOL

THAT COLLECTS ALL THE WORK DONE BY THE VARIOUS TEAMS

AND FUSES IT INTO A FINAL DIGITAL BLUEPRINT FOR THE CAR.

Narrator: THE DESIGN WORK IS DONE,

AND IT'S TIME TO START BUILDING.

JAGUAR USES NOTHING BUT ALUMINUM FOR THE BODY OF THE F-TYPE.

LIGHTWEIGHT, RUSTPROOF, AND STRONG,

THIS METAL HAS MANY ADVANTAGES,

BUT GETTING IT TO CURVE IS A BIG CHALLENGE.

EVEN THE CHASSIS IS MADE WITH ALUMINUM.

DUE TO ITS COMBINED LIGHTNESS AND STRENGTH,

AN ALL-ALUMINUM CAR IS MUCH MORE FUEL-EFFICIENT

THAN A CAR BUILT WITH STEEL.

IN ADDITION,

IT'S POSSIBLE TO PUT THE ALUMINUM COMPONENTS TOGETHER

WITHOUT WELDING THEM.

TECHNICIANS APPLY A HIGH-STRENGTH ADHESIVE

TO THE SURFACE OF THE COMPONENTS

AND THEN CLAMP THEM IN PLACE.

THE TECHNICIANS USE SPECIALIZED TOOLS

TO RIVET THE COMPONENTS TOGETHER.

JAGUAR DEVELOPED A NEW KIND OF RIVET

THAT, UNLIKE CONVENTIONAL RIVETS,

SITS FLUSH WITH THE SURFACE OF THE PART.

THIS INNOVATIVE MANUFACTURING METHOD

PRODUCES 87% LESS CO2 THAN WELDING.

ALUMINUM IS ONE OF THE MOST WIDELY RECYCLED MATERIALS

IN THE WORLD,

WHICH MEANS THAT THIS FACILITY CAN MAKE

MORE THAN HALF OF THE F-TYPE WITH RECYCLED METAL.

BY THE TIME THE CAR IS FINISHED,

IT WILL HAVE 2,388 RIVETS,

563 FASTENERS,

AND 110 YARDS OF ADHESIVE.

A TEAM OF ROBOTS NOW GOES TO WORK

UNITING THE DIFFERENT SECTIONS OF THE CHASSIS.

THEY BRING TOGETHER THE FRONT BULKHEAD,

THE TRANSMISSION TUNNEL, THE PASSENGER COMPARTMENT,

AND THE REAR BULKHEAD.

ONCE ALL THE COMPONENTS ARE ALIGNED AND CLAMPED IN PLACE,

THE ROBOTS EQUIP THEMSELVES WITH RIVETING TOOLS

AND BEGIN ATTACHING EVERYTHING TOGETHER

TO FORM ONE SOLID SUPER-STIFF CHASSIS.

AMAZINGLY, FROM START TO FINISH,

THE PROCESS OF BUILDING THE CHASSIS

TAKES LESS THAN AN HOUR.

THE RUSTPROOF ALUMINUM CHASSIS

WILL FORM PART OF THE CAR'S OVERALL MONOCOQUE CONSTRUCTION.

IN A MONOCOQUE CONSTRUCTION,

THE EXTERNAL SKIN OF THE STRUCTURE

IS DESIGNED TO BEAR WEIGHT.

INSTEAD OF USING THE CHASSIS AS A FRAME

THAT TAKES THE ENTIRE WEIGHT OF THE CAR,

THE LOAD OF THE CAR

WILL BE DISTRIBUTED THROUGHOUT THE STRUCTURE.

ONCE THE ROBOTS HAVE FINISHED CONSTRUCTING THE CHASSIS,

IT TRAVELS ON A TRACK TO THE NEXT PHASE OF MANUFACTURING.

ALUMINUM HAS A MEMORY.

THIS MEANS IT HAS A TENDENCY TO SNAP BACK TO ITS ORIGINAL SHAPE

WHEN STRETCHED,

AND IF STRETCHED TOO FAR, IT CAN CRACK.

THIS IS WHY FORMING THE METAL IS TRICKY.

THESE HUGE OBJECTS ARE STAMP-TOOL MOLDS,

OFFICIALLY CALLED PRESS TOOLS.

THEY'RE MADE OF CAST IRON AND WEIGH UP TO 55 TONS EACH.

EACH WILL PRESS FLAT SHEETS OF ALUMINUM,

WHICH ARE CALLED BLANKS, INTO SPECIFIC SHAPES.

A STACK OF ALUMINUM BLANKS

HEADS INTO AN ENORMOUS STAMPING FACILITY,

WHERE THEY WILL BE TRANSFORMED INTO HOODS.

AT THE FRONT END OF THE STAMPING FACILITY IS A HYDRAULIC PRESS,

WHICH EXERTS A FORCE OF 2,800 TONS

TO STRETCH THE ALUMINUM.

TECHNICIANS POSITION THE HUGE PRESS TOOLS

IN SEQUENCE ALONG THE LINE.

ROBOTS MOVE THE DEVELOPING PANEL

FROM ONE PRESS OPERATION TO THE NEXT.

THE FIRST STAGE IS CALLED THE DRAW OPERATION,

WHICH STRETCHES THE FLAT ALUMINUM INTO THE BASIC SHAPE.

THE DEVELOPING PANEL

THEN PROCEEDS TO THE NEXT TOOL ON THE LINE.

THE SECOND AND THIRD STEPS ARE CALLED TRIM AND PIERCE.

ONE STAMP TOOL TRIMS OFF THE EXCESS METAL,

AND A SECOND TOOL STAMPS OUT OPENINGS CALLED LOUVER HOLES.

THE HOOD NOW TAKES ON ITS UNIQUE FORM,

WHICH DESIGNERS REFER TO AS A CLAM-SHELL SHAPE.

THIS SHAPE IS ONE OF THE MOST DISTINCTIVE DESIGN ELEMENTS

OF THE F-TYPE.

THE FOURTH AND FIFTH STEPS IN THE LINE

ARE CALLED THE FLANGING OPERATIONS.

TWO DIFFERENT PRESS TOOLS

FOLD THE SHARP EDGES OF THE HOOD OVER,

CREATING A SMOOTH PERIMETER

AROUND THE RIM OF THE ENTIRE OBJECT.

THIS IS THE FINISHING TOUCH.

BECAUSE IT'S SO HARD TO GET ALUMINUM TO STRETCH

INTO THIS PARTICULAR CLAM-SHELL SHAPE,

JAGUAR ENGINEERED A SPECIAL ALLOY,

WHICH THEY CALL AC600.

THIS ALLOY CAN BE STRETCHED BEYOND ALUMINUM'S USUAL LIMITS.

ONCE FINISHED,

HIGHLY TRAINED INSPECTORS CALLED AUDITORS

CAREFULLY AND METHODICALLY CHECK EACH PANEL.

WHEN ALL THE BODY PANELS

HAVE BEEN PRESSED AND TRIMMED INTO SHAPE,

AN ASSEMBLY TEAM BEGINS TO UNITE THEM WITH THE CHASSIS.

USING THE ADHESIVE AND RIVETING TECHNIQUES WE SAW EARLIER,

THEY BUILD THE BODY OF THE CAR.

CAR MANUFACTURERS HAVE A NAME FOR AN UNPAINTED CAR BODY

WITHOUT POWER TRAIN OR WHEELS.

THEY CALL IT A BODY IN WHITE.

THANKS TO THE ALL-ALUMINUM CONSTRUCTION OF THIS CAR,

THE F-TYPE'S BODY IN WHITE WEIGHS IN AT JUST 575 POUNDS.

ALL JAGUAR CARS

GO THROUGH THE SAME PROCESS THROUGH THE PAINT SHOP.

HERE, A DIFFERENT CAR MODEL BEGINS ITS 4 1/2-MILE TRIP

THROUGH THE MASSIVE FACILITY,

WHICH IS THE SIZE OF EIGHT FOOTBALL FIELDS.

THE PAINT SHOP WILL COAT THE F-TYPE

WITH NEARLY FOUR GALLONS OF PAINT IN TOTAL.

LIKE ALL JAGUARS,

THE F-TYPE GOES THROUGH A SERIES OF STAGES

IN THE PAINTING PROCESS, INCLUDING PRE-TREATMENT,

AN ELECTROCOAT,

BODY SEALING AND SOUND DEADENING,

A PRIMER, A BASE COAT,

AND FINALLY, A CLEAR COAT.

INSPECTORS CAREFULLY EXAMINE THE PAINT JOB ON EACH CAR

TO ENSURE THAT IT'S COMPLETELY FLAWLESS

BEFORE IT EXITS THE SHOP.

Narrator: JAGUARS HAVE ALWAYS BEEN KNOWN FOR THEIR BEAUTY,

AND WITH ITS CLEAN LINES AND COOL GRILLE PATTERNS,

THE F-TYPE IS NO EXCEPTION.

BUT IT'S ALSO MUCH MORE THAN A STYLISH-LOOKING CAR.

NOW THAT THE MANUFACTURERS HAVE BUILT ITS BODY,

IT'S TIME TO ADD THE REST.

TO PREVENT DAMAGE TO THE PAINT JOB

WHILE ALLOWING EASIER ACCESS TO THE CAR'S INTERIOR,

TECHNICIANS REMOVE THE DOORS, HOOD, AND TRUNK LID.

THEY THEN COVER ALL THE PAINTED SURFACES WITH PROTECTIVE PANELS.

THEY LABEL EACH PART

WITH ALL THE RELEVANT INFORMATION ABOUT THE CAR.

NEXT, WORKERS BEGIN APPLYING THE FIRST STAGES OF TRIM TO THE CAR,

INCLUDING SOUNDPROOFING, DOOR SEALS,

ELECTRIC-WINDOW MOTORS, THE MOUNTS FOR THE DOOR MIRRORS,

AND SOME OF THE WIRING.

THE BULK OF THE WIRING WAITS HERE IN THE WIRING ROOM

UNDER HEATERS THAT WARM UP THE CABLES

TO MAKE THEM MORE MALLEABLE AND EASIER TO INSTALL.

THESE BUNDLES OF CABLES WILL HANDLE

THE CAR'S INCREDIBLY SOPHISTICATED ELECTRONICS.

THANKS TO THESE SYSTEMS,

THE F-TYPE CAN, FOR INSTANCE, SHUT DOWN THE ENGINE

AS SOON AS THE CAR COMES TO A COMPLETE STOP.

IT CAN THEN RESTART THE ENGINE IN LESS TIME THAN IT TAKES

FOR THE DRIVER'S FOOT TO MOVE

FROM THE BRAKE PEDAL TO THE ACCELERATOR.

THIS PROCESS CAN MAKE THE CAR AS MUCH AS 5% MORE FUEL-EFFICIENT.

THE BRAKE PEDAL, ACCELERATOR, AND FUSEBOARD

ARE ALL ALREADY IN PLACE

AS TECHNICIANS INSTALL

THE HEATING, VENTILATION, AND AIR-CONDITIONING UNIT.

WORKERS NOW USE

A SPECIALLY DESIGNED HYDRAULICALLY CONTROLLED CRANE

TO LIFT THE DASHBOARD INTO PLACE.

THE HYDRAULIC CRANE NOT ONLY HELPS MINIMIZE WORKER FATIGUE,

IT LESSENS THE CHANCES

THAT ANY DAMAGE WILL BE DONE DURING INSTALLATION.

THE DASHBOARD COMES PREASSEMBLED FOR THIS SPECIFIC CAR.

LIKE ALL F-TYPES, THIS ONE HAS BEEN MADE TO ORDER,

AND ITS OWNER HAS CHOSEN

PRECISELY WHAT COLORS AND MATERIALS

HE OR SHE WANTED FOR THE DASHBOARD.

THE ANALOG INSTRUMENT PANEL

IS CONSIDERED TO BE PART OF JAGUAR'S SIGNATURE LOOK,

BUT THE COMPANY HAS ALSO PIONEERED THE USE

OF TOUCH-SCREEN TECHNOLOGY.

AT THIS STATION, TECHNICIANS MARRY THE ENGINE

WITH THE FRONT SUSPENSION AND STEERING SYSTEMS.

THE F-TYPE COMES WITH EITHER A V-6 OR V-8 SUPERCHARGED ENGINE.

IN THE F-TYPE S,

THE V-8 HAS 488 HORSEPOWER AT 6,500 RPMs

AND A TORQUE OF 461 POUND-FEET ABOVE 2,500 RPMs.

IT CAN GO FROM ZERO TO 60 MILES PER HOUR

IN JUST 4.3 SECONDS.

WITH A HYDRAULIC LIFT,

WORKERS RAISE THE ENTIRE DRIVETRAIN,

INCLUDING THE ENGINE, TRANSMISSION, STEERING UNIT,

AND DOUBLE-WISHBONE FRONT SUSPENSION INTO POSITION.

ONCE THEY PROPERLY SITUATED IT, THEY ATTACH IT SECURELY.

WHEN FINALIZING THE PLANS,

ENGINEERS MADE SURE TO CALCULATE THE PRECISE TORQUE REQUIRED

TO FASTEN EACH BOLT.

THE MANUFACTURERS

THEN PRECONFIGURED ALL THE FASTENING TOOLS

ACCORDING TO THOSE CALCULATIONS.

ONCE THE DRIVETRAIN HAS BEEN INSTALLED,

THE TECHNICIANS ATTACH THE SUSPENSION SHOCKS

TO THE TOP OF THE WHEEL WELL.

WORKERS NOW INSTALL THE F-TYPE'S CONVERTIBLE ROOF.

AS WITH THE DASHBOARD,

THIS ROOF WAS MADE TO ORDER FOR THIS PARTICULAR CAR

ACCORDING TO THE FUTURE OWNER'S SPECIFICATIONS.

WHILE CERTAIN FEATURES OF THE ROOF MAY VARY,

ALL OF THEM INCLUDE INSULATION

FOR SOUNDPROOFING AND IMPROVED CLIMATE CONTROL.

AND ALL F-TYPE ROOFS CAN FOLD BACK OR FORWARD

IN JUST 12 SECONDS,

EVEN WHEN THE CAR IS GOING 30 MILES PER HOUR.

IT'S NOW TIME TO REATTACH THE TRUNK LID.

THE F-TYPE'S ENGINEERS WENT TO GREAT LENGTHS

TO DISTRIBUTE WEIGHT AS EVENLY AS POSSIBLE THROUGHOUT THE CAR.

TO THIS END, THEY PLACE BOTH THE BATTERY

AND THE WINDSHIELD WASHER LIQUID IN THE TRUNK.

BALANCING THE MASSES TO THIS DEGREE

WAS PART OF AN INTENSE EFFORT

TO MAKE THE CAR'S HANDLING AS RESPONSIVE AS POSSIBLE.

A WORKER REINSTALLS THE DRIVER-SIDE DOOR.

ALL INTERIOR SURFACES

ARE COVERED WITH A PROTECTIVE PLASTIC FILM

TO PREVENT ANY DAMAGE DURING ASSEMBLY.

THE INSIDE PANEL OF THE DRIVER'S DOOR

FORMS PART OF WHAT THE COMPANY CALLS THE DRIVER ENVIRONMENT.

FOR THIS AREA, THE DESIGNERS DREW INSPIRATION

FROM THE DESIGN OF AIRPLANE COCKPITS,

WHERE ALL THE CONTROLS ARE WITHIN EASY REACH

AND GROUPED ACCORDING TO THEIR FUNCTION TO MAXIMIZE EFFICIENCY.

Narrator: THE CAR IS NOW COMPLETE,

BUT IT'S NOT READY TO HEAD OUT THE DOOR YET.

FIRST, IT MUST PASS STRICT QUALITY-CONTROL TESTS.

A SPECIALLY TRAINED TECHNICIAN

DRIVES IT ONTO A STATIONARY ROLLING ROAD

AND PUTS THE CAR THROUGH ITS PACES.

BEYOND THE F-TYPE'S DESIGN AND ENGINEERING PARAMETERS,

THE ALL-IMPORTANT QUESTION IS HOW IT ACTUALLY PERFORMS.

THESE TECHNICIANS ARE PART OF THE DYNAMICS TEAM,

WHICH IS TASKED WITH MEASURING

ALL ASPECTS OF THE CAR'S HANDLING.

BEFORE THEY BEGIN,

THEY CHECK THE TIRE PRESSURE AND THE WHEEL HEIGHT

TO MAKE SURE THEY GET CONSISTENT RESULTS

FROM EACH TEST DRIVE.

THE TECHNICIANS PLUG A LAPTOP INTO A SYSTEM OF SENSORS

MEASURING EQUIPMENT AND DATA LOGGERS

THAT HAVE BEEN PLACED IN VARIOUS LOCATIONS AROUND THE CAR.

AS THEY DRIVE, THESE DEVICES WILL RECORD ELEMENTS

LIKE THE DISTANCE TRAVELED BY THE WHEELS,

THE STEERING ANGLE, THE THROTTLE POSITION,

G-FORCES, AND BRAKE PRESSURE.

THE TECHNICIANS CAN ALSO MAKE ADJUSTMENTS IN REAL TIME

TO SOME COMPONENTS,

INCLUDING THE DAMPERS, THE DIFFERENTIAL,

AND THE POWER-STEERING ASSISTANCE.

FOR SOME DYNAMICS TESTS,

THE F-TYPE WILL BE TAKEN OUT ON PUBLIC ROADS.

BUT HERE, THEY DRIVE ALONG TRACKS

INSIDE THE HIGHLY SECURE JAGUAR TESTING FACILITY.

THEY DRIVE IT AT VARYING SPEEDS ON A WIDE VARIETY OF SURFACES,

SIMULATING AS MANY DIFFERENT SITUATIONS AS POSSIBLE.

THE RIGIDITY OF A CAR'S STRUCTURE

IS A CRUCIAL ELEMENT IN ITS PERFORMANCE.

THE STIFFER THE CAR, THE MORE RESPONSIVE IT IS TO THE DRIVER

AND THE EASIER IT IS TO HANDLE.

WHEN DESIGNING THE F-TYPE,

JAGUAR PUT A GREAT DEAL OF THOUGHT AND WORK

INTO MAKING THE CAR AS RIGID AS POSSIBLE.

ADDITIONALLY, THEY CHOSE TO USE

AN ALL-ALUMINUM, DOUBLE-WISHBONE SUSPENSION

TO ACHIEVE THE HIGHEST PERFORMANCE

WHILE MAINTAINING A LIGHTWEIGHT STRUCTURE.

JAGUAR FINE-TUNES THE SONIC ELEMENTS OF ALL THEIR CARS

IN THIS SPECIALLY DESIGNED AREA CALLED A SEMI-ANECHOIC CHAMBER.

AN ENGINEER POSITIONS AN ARRAY OF CALIBRATED MICROPHONES

WHERE A DRIVER AND PASSENGER'S HEADS WOULD BE.

THE MIKES ARE SPACED ACCORDING TO THE APPROXIMATE DISTANCE

BETWEEN A PAIR OF EARS.

THERE ARE 12 SPEAKERS IN TOTAL

DISTRIBUTED THROUGHOUT THE F-TYPE.

THEY ARE DESIGNED TO DELIVER A CONSISTENT MUSICAL PERFORMANCE

FOR BOTH DRIVER AND PASSENGER.

A TEAM OF TRAINED LISTENERS

TESTS THE SOUND SYSTEM WHILE DRIVING,

AND BASED ON THEIR FEEDBACK,

SOUND ENGINEERS FINE-TUNE THE CALIBRATION.

FOR THIS CALIBRATION PROCESS,

ENGINEERS USE A SPECIALLY DESIGNED TEST SIGNAL,

WHICH MANAGES TO BE THE EQUIVALENT

OF ALL POPULAR MUSIC GENRES COMBINED.

OVER 300 HOURS OF AUDIO CALIBRATION

HAVE GONE INTO DEVELOPING THE F-TYPE'S SOUND SYSTEMS.

IN FACT, CUSTOMERS CAN CHOOSE

BETWEEN THREE DIFFERENT SYSTEMS WHEN ORDERING.

SINCE THE SONIC EXPERIENCE CHANGES

DEPENDING ON WHETHER THE ROOF IS UP OR DOWN,

THE AUDIO SYSTEM SENSES THE POSITION OF THE ROOF

AND ADJUSTS ACCORDINGLY.

THE SOUND SYSTEM ISN'T THE ONLY ELEMENT

OF THE F-TYPE'S SONIC EXPERIENCE.

JAGUAR ALSO PUT A GREAT DEAL OF THOUGHT

INTO THE SOUND MADE BY THE CAR ITSELF.

AS AN AIR VENT RISES FROM THE FLOOR OF THE CHAMBER

AND BLOWS COOL AIR INTO THE CAR,

CAREFULLY POSITIONED MICROPHONES LISTEN TO THE TAIL PIPES.

ACCELERATING ON THE CHAMBER'S ROLLING ROAD,

THIS TECHNICIAN FINE-TUNES THE SOUNDS

MADE BY THE ENGINE AND THE EXHAUST.

JAGUAR DELIBERATELY DESIGNED THE CAR

TO SOUND EDGY RATHER THAN SMOOTH.

THE JAGUAR F-TYPE IS SLEEK,

RIGHT DOWN TO ITS FOLDING HANDLES AND MIRRORS.

THE DOOR HANDLES ACTUALLY SIT FLUSH

WITH THE SURFACE OF THE CAR UNTIL DEPLOYED.

THE ROOF STOWS AWAY COMPLETELY WHEN NOT IN USE.

AT THE PUSH OF THE BUTTON,

IT UNFURLS AND SNAPS INTO PLACE IN A MATTER OF SECONDS.

ROUNDING OUT THE CAR'S STREAMLINED COOL FACTOR,

A VENTILATION SYSTEM RISES FROM THE DASHBOARD WHEN NEEDED

AND DISAPPEARS WHEN NOT IN USE.

REDEFINING JAGUAR'S FAMOUS SPORTS-CAR LEGACY,

THE F-TYPE MANAGES TO PAY HOMAGE TO ITS ANCESTRY

WHILE EMBODYING STATE-OF-THE-ART TECHNOLOGY.

ITS ALL-ALUMINUM CONSTRUCTION NOT ONLY IMPROVES PERFORMANCE,

IT REDUCES THE ENVIRONMENTAL IMPACT

OF THE CAR'S MANUFACTURING PROCESS.

THE JAGUAR F-TYPE IS, WITH EVERY INCH,

A 21st CENTURY SPORTS CAR.