All language subtitles for How.Its.Made.Dream.Cars.S02E03.Alfa.Romeo.4C.1080p.DSCP.WEB-DL.AAC2.0.H.264-NTb_track3_[eng]

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

THE ALFA ROMEO 4C,

ONE OF THE WORLDS LIGHTEST
AND MOST AFFORDABLE SUPERCARS.

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

CAPTIONS PAID FOR BY
DISCOVERY COMMUNICATIONS

THE 1967 33 STRADALE

IS THE STYLISTIC ANCESTOR
OF THE ALL-NEW 4C,

LONG CONSIDERED ONE OF THE MOST
BEAUTIFUL CARS IN THE WORLD,

THE STRADALE EMBODIES
THE ALFA ROMEO TRADITION.

FOUNDED IN MILAN IN 1910,

THE COMPANY BECAME INVOLVED
IN CAR RACING AS EARLY AS 1911.

IN RACING, FORM FOLLOWS FUNCTION
AND THIS ETHOS

WAS CENTRAL TO THE DESIGN
OF THE STRADALE.

IT'S THE REASON THE CAR
REMAINS A TIMELESS CLASSIC

AND IT'S THE REASON
IT WAS CHOSEN AS THE INSPIRATION

FOR THE 4C.

THE NEW 4C MAY RECALL
THE STRADALE ON THE OUTSIDE,

BUT THE RESEMBLANCE
IS ONLY PARTIAL.

ALFA ROMEO HAS DESIGNED

AND ENGINEERED
THIS 21st-CENTURY SUPERCAR

TO MEET A COMPLETELY NEW SET
OF CRITERIA.

WHEN ALFA ROMEO
SET OUT TO CREATE THE 4C,

THEY WANTED TO BUILD A SUPERCAR
WITH AN EXTREMELY HIGH

POWER-TO-WEIGHT RATIO.

THIS MEANT THEY
COULD EITHER INCREASE THE POWER

OR DECREASE THE WEIGHT.

SINCE THE OTHER PART
OF THE MANDATE

WAS TO MAKE THE 4C AFFORDABLE,

IT HAD TO BE AS LIGHTWEIGHT
AS POSSIBLE.

AT THE HEART
OF THE ALFA ROMEO 4C

IS ITS UNIQUE CHASSIS.

ALFA ROMEO CHOSE TO HAVE
THE ADLER GROUP MANUFACTURE

THIS VITAL COMPONENT.

THE ADLER GROUP,
LOCATED NEAR TURIN,

HAS SPECIALIZED IN CREATING
CAR INTERIORS SINCE 1953.

THEY BUILT THE CHASSIS
FROM CARBON FIBER.

THIS MATERIAL PROVIDES
THE EXTREME STIFFNESS REQUIRED

IN A SPORTS CAR CHASSIS,

WHILE WEIGHING IN
AT ONLY 143 POUNDS.

THE 4C HAS A MONOCOQUE CHASSIS.

MONOCOQUE MEANS SINGLE SHELL.

INSTEAD OF USING
A LOAD-BARING FRAMEWORK,

THE SKIN OF THE MONOCOQUE
IS THE STRUCTURE.

TO CREATE
THIS SINGLE-SHELL STRUCTURE,

TECHNICIANS CAREFULLY LAYER
SHEETS, OR PLIES,

OF CARBON FIBER
ON A FORM CALLED A DIE.

THIS PROCESS IS CALLED
LAMINATION.

TO REMOVE ANY BUBBLES
FROM BETWEEN THE LAYERS

THE TECHNICIANS USE A SPECIAL
HAND TOOL CALLED A CUNEO.

AS WITH PLYWOOD,
THE LAYER INTO MATERIAL

GREATLY INCREASES ITS STRENGTH
AND STIFFNESS.

THEY NOW ADD THE CORE
OF THE CHASSIS.

THIS MATERIAL IS CALLED
HONEYCOMB

BECAUSE IT MIMICS THE STRUCTURE
OF BEEHIVES.

ONCE THEY'VE ADDED
THE HONEYCOMB CORE,

THE WORKERS LAYER
MORE CARBON FIBER OVER IT.

WHEN THE LAMINATION PROCESS
IS COMPLETE,

TECHNICIANS PREPARE TO CURE
THE MONOCOQUE IN A GIANT OVEN.

BEFORE THEY CAN DO THAT, THEY
MUST COVER THE ENTIRE STRUCTURE

IN A MATERIAL
CALLED RELEASE FILM.

THE OVEN IS CALLED AN AUTOCLAVE.

BEFORE THEY TRANSFER
THE MONOCOQUE TO THE AUTOCLAVE,

TECHNICIANS SEAL IT
INSIDE A VACUUM BAG,

AND CONNECT IT TO A PUMP
TO SUCK OUT RESIDUAL AIR.

WHEN CLOSED, THE CHAMBER
WILL PRESSURIZE AND HEAT UP.

THE CARBON FIBER
HAS BEEN INFUSED WITH A RESIN.

THE HEAT INSIDE THE AUTOCLAVE
CURES THE RESIN

WHILE THE PRESSURE COMPACTS
THE LAYERS OF CARBON FIBER.

A BREATHER CLOTH
BETWEEN THE RELEASE FILM

AND THE VACUUM BAG
ALLOWS AIR TO CIRCULATE

AND ABSORBS ANY EXCESS RESIN.

WHEN THE AUTOCLAVE
HAS FINISHED ITS JOB WORKERS

TAKE THE MONOCOQUE OUT AND THEN
RELEASE IT FROM THE DYE.

NEXT, A CNC MACHINE
GOES TO WORK.

IT DRILLS
ALL OF THE NECESSARY HOLES,

WHERE ASSEMBLY TECHNICIANS
WILL ATTACH THE MONOCOQUE

TO THE REST OF THE CAR.

IT ALSO USES VARIOUS TOOLS

TO SAND DOWN ANY AREAS
THAT REQUIRE FLATTENING.

USING A REMOTE-CONTROLLED PROBE,
A TECHNICIAN

CHECKS THE DIMENSIONS
OF THE FINISHED MONOCOQUE.

A COMPUTER ENSURES THAT THEY
MEET THE DESIGN PERIMETERS.

CARBON FIBER INFUSED WITH RESIN
IS CALLED PREPREG.

AMONG OTHER ADVANTAGES,
USING PREPREG

ALLOWS ALFA ROMEO DESIGNERS
TO INCORPORATE ELEMENTS

LIKE THE DOOR PILLARS
INTO THE MONOCOQUE.

Narrator: ALFA ROMEO HAS CREATED
A NEW MOTOR FOR THE 4C,

WHICH HAS A MAXIMUM TORQUE
OF 258 FOOT-POUNDS.

DESPITE ITS POWER,
IT WEIGHS ONLY 295 POUNDS

BECAUSE IT'S MADE
ALMOST ENTIRELY OF ALUMINUM.

ALTHOUGH ALFA ROMEO
MAKES THE ENGINE BLOCK

OUT OF ALUMINUM,

THE PISTON LINERS ARE FORGED
FROM A SPECIAL CAST IRON.

PISTON LINERS MAY START OUT WITH
THE THICKNESS OF TWO MILLIMETERS

BUT THE FINISHED MACHINING
PROCESS WILL REDUCE THEM BY 50%

TO JUST ONE MILLIMETER.

WHEN INSTALLED AND FINISHED

THEY'RE SO THIN, YOU
CAN BARELY TELL THEY'RE THERE.

INSTALLING THE LINERS IS
AN EXTREMELY DELICATE OPERATION.

FIRST, A ROBOT REMOVES
AN ENGINE BLOCK FROM AN OVEN.

THE ROBOT THEN
PLACES THE PISTON LINERS PARTWAY

INSIDE THE OTHER BLOCK.

BECAUSE THIS BLOCK
HAS JUST EMERGED FROM THE OVEN,

THE ALUMINUM HAS EXPANDED,
ALLOWING THE LINERS

TO SLIDE IN EASILY.

JETS OF COMPRESSED AIR
PREVENT THE LINERS FROM TOUCHING

AND POTENTIALLY SCRATCHING
THE WALLS OF THE LINER OPENINGS.

NEXT, A SECOND MACHINE
PICKS THEM UP,

ALIGNS THEM PERFECTLY,
AND SYNCS THEM INTO POSITION.

THE ROBOT WILL THEN
TRANSFER THE ENGINE BLOCK

BACK TO THE OVEN
FOR THE COOLING PROCESS.

AS IT COOLS OFF,

THE ALUMINUM WILL CONTRACT
AROUND THE CAST-IRON LINERS.

WHEN THE OVEN DOOR OPENS AGAIN,

THE ROBOT PLACES
THE FINISHED BLOCK INSIDE.

IT WILL MOVE THROUGH
DIFFERENT ZONES INSIDE THE OVEN,

COOLING OFF SLOWLY AND EVENLY.

THIS IMPORTANT STEP PREVENTS
DEFORMATION OR CRACKING.

ONCE THE ENGINE BLOCK IS COOLED

AND CONTRACTED
AROUND THE PISTON LINERS,

THEY CAN BE FINISHED.

A DEVICE CALLED
THE HONING MACHINE GOES TO WORK.

THE MACHINING DONE HERE
IS SO PRECISE

THAT ENGINEERS MEASURE
THE TOLERANCE IN MICRONS.

A HORIZONTAL MACHINING TOOL
POLISHES THE CRANKSHAFT HOUSING.

WATER MIXED WITH A LIQUID
CALLED CUTTING FLUID

HELPS THE FINISHING MACHINES
MEET THE PERIMETERS

REQUIRED BY THE ENGINEERS.

THE CRANKSHAFT IS A KEY ELEMENT
OF THE NEW 4C ENGINE.

IT HAS EIGHT COUNTERWEIGHTS,
ALLOWING THE ENGINE

TO REV UP TO HIGHER RPM
WITH FEWER VIBRATIONS.

TECHNICIANS MUST ENSURE
THAT THOSE EIGHT COUNTERWEIGHTS

ARE PERFECTLY BALANCED.

THEY USE A COMPUTERIZED SYSTEM
TO MONITOR ITS MOVEMENT.

HAVING LOCATED THE IMBALANCES,

TECHNICIANS PROGRAM
A SPECIAL TOOL TO DRILL HOLES

IN THE COUNTERWEIGHTS.

THE LOCATION, DEPTH,
AND NUMBER OF HOLES

MUST BE DETERMINED
WITH PERFECT ACCURACY.

ONCE FULLY BALANCED,

THE CRANKSHAFT THEN MOVES
TO A QUALITY-CONTROL STATION

WHERE A SERIES OF INSTRUMENTS
MEASURE EVERY ASPECT

OF ITS GEOMETRY.

TECHNICIANS NOW PREPARE
TO INSTALL THE CRANKSHAFT

IN THE ENGINE BLOCK.

FIRST, AN AUTOMATED CAMERA

SURVEYS THE CRANKSHAFT TO MAKE
SURE ALL THE HALF BEARINGS

AND THRUST BEARINGS
ARE IN PLACE.

NEXT, A ROBOTIC ARM RUNS
A BEAD OF BLACK SEALANT

AROUND THE PERIMETER
OF THE BOTTOM PART OF THE BLOCK.

ONCE THE SEALANT IS IN PLACE,

THE TOP PART
OF THE ALUMINUM BLOCK GOES ON.

TECHNICIANS WILL THEN
BOLT IT IN POSITION.

IT'S NOW TIME
TO INSTALL THE PISTONS.

THE ENGINE BLOCK
ARRIVES AT THIS STATION

WITH THE CRANKSHAFT
ALREADY IN POSITION

AND THE FOUR PISTONS
READY TO GO.

A ROBOT PICKS UP
THE FIRST TWO PISTONS

AND PLACES THEM
INSIDE THE LINERS.

A SECOND ROBOT
ROTATES THE CRANKSHAFT

SO THAT
IT'S IN THE CORRECT POSITION.

THE ROBOT PICKS UP THE REMAINING
PISTONS AND INSTALLS THEM.

THE SECOND ROBOT ENSURES THAT
THE PISTONS' CONNECTING RODS

ARE PROPERLY ATTACHED
TO THE CRANKSHAFT.

AT THE NEXT STATION
ON THE ASSEMBLY LINE

ROBOTIC CRANES SLIDE
ALONG AN OVERHEAD TRACK

AND LOWER A COMPONENT

CALLED THE CYLINDER HEAD
ON TOP OF THE ENGINE.

THE CYLINDER HEAD
CLOSES IN THE PISTONS,

FORMING THE INTERNAL
COMBUSTION CHAMBER.

THIS IS THE FINAL STEP
IN BUILDING THE 4C ENGINE.

IT'S NOW TIME FOR A THOROUGH
QUALITY-CONTROL TEST

OF THE ENGINE.

TECHNICIANS PUT THE 4C MOTOR
THROUGH ITS PACES.

AS THE ENGINE RUNS THEY
KEEP AN EYE ON THEIR GAGES

AS THEY MEASURE
30 DIFFERENT PERIMETERS

INCLUDING POWER, PRESSURE,
AND RPMs.

AS THE ENGINE REVS,

THE TURBO GETS SO HOT
IT BEGINS TO GLOW.

ALTHOUGH MOST OF THE ENGINE
IS ALUMINUM,

THE TURBOCHARGER IS STEEL.

IT MUST ENDURE TEMPERATURES

AS HIGH AS
1,870 DEGREES FAHRENHEIT.

Narrator:
ALFA ROMEO USES A MATERIAL
CALLED SHEET MOLDING COMPOUND

TO MANUFACTURE THE BODY
OF THE 4C.

EXTREMELY STABLE
AND DENT-RESISTANT,

SMC IS 20% LIGHTER THAN
TRADITIONAL STEEL BODY WORK.

A WORKER USES A CUTTING MACHINE
TO CHOP A ROLL OF SMC

INTO STRIPS.

SMC EVOLVED FROM SOMETHING
CALLED FIBERGLASS HAND LAY-UP.

MADE OF POLYESTER RESIN,
GLASS FIBER,

AND CALCIUM CARBONATE,

THE MATERIAL
IS ALREADY VERY LIGHT.

BUT TO HIT
THE 4C's WEIGHT TARGET,

ALFA ROMEO USES A SPECIAL TYPE
CALLED LOW-DENSITY SMC.

THE TECHNICIAN BEGINS SLICING
AND STACKING THE STRIPS

TO CREATE A KIND OF LAYER CAKE
CALLED A CHARGE PATTERN.

THIS STACKING PROCESS
IS IMPORTANT BECAUSE IT ENSURES

OPTIMAL AESTHETIC
AND MECHANICAL PERFORMANCE

FOR THE FINAL PRODUCT.

TO ENSURE THAT THE MATERIAL
MEETS THE QUALITY STANDARDS

REQUIRED FOR THE 4C,

TECHNICIANS MUST EMPLOY
A HIGH DEGREE OF MANUAL SKILL

AND PAY EXTREMELY CLOSE
ATTENTION TO DETAILS.

THE GLASS FIBERS
ARE AN INCH LONG.

A TECHNICIAN LOADS
THE CHARGE PATTERN ONTO A MOLD.

WHEN THE TOP HALF
OF THE MOLD DESCENDS,

IT CLAMPS DOWN
WITH THE FORCE OF 660 TONS

WHILE HEATING
TO 300 DEGREES FAHRENHEIT.

IN MINUTES THE COMBINATION
OF INTENSE HEAT AND PRESSURE

FORCES THE MATERIAL
TO TAKE THE SHAPE OF THE MOLD

WHILE CURING IT IN PLACE.

THE TECHNICIAN BRINGS
THE NEWLY FORMED COMPONENT

TO A QUALITY-CONTROL STATION.

HERE HE BRUSHES ON A SPECIAL
HIGHLIGHTING LIQUID.

THIS LIQUID
WILL REVEAL ANY FAULTS

IN THE SURFACE OF THE PART.

THE WORKER GIVES THE SMC
A CAREFUL VISUAL INSPECTION

TO ENSURE THERE ARE
NO WAVE PATTERNS OR AIR BUBBLES.

NEXT, A WORKER BEGINS
TO ASSEMBLE THE HOOD OF THE 4C.

HE STARTS BY PLACING
THE UPPER PANEL OF THE HOOD

IN A SPECIALLY DESIGNED JIG.

HE THEN CAREFULLY REMOVES
ANY DUST WITH COMPRESSED AIR

BEFORE THOROUGHLY SCRUBBING
AND DEGREASING THE SURFACE.

MOVING TO THE INNER FRAME
OF THE HOOD,

HE BEGINS TO RUN A BEAD OF GLUE
AROUND ITS PERIMETER.

THE TECHNICIAN HAS ALREADY
APPLIED A SOFTER GLUE

TO THE INNER PERIMETER
OF THE FRAME

TO STIFFEN THE STRUCTURE.

THE WORKER THEN LOWERS
THE INNER FRAME INTO PLACE

ON TOP OF THE UPPER SECTION
OF THE HOOD.

TWO HOLES IN THE FRAME FIT

OVER A PAIR OF PINS
DESIGNED TO HOLD IT IN POSITION.

THE TECHNICIAN COMPRESSES
THE TWO SECTIONS TOGETHER,

ENSURING A COMPLETE BOND.

FOR THIS PART
OF THE ASSEMBLY PROCESS

ALFA ROMEO DESIGNED A SIMPLE
LOW-TECH AND FAST PROCESS.

IT RELIES ON MANUAL SKILL
AND EXPERTISE,

ALLOWING THE TECHNICIAN
TO FINE-TUNE THE PROCESS

AS HE WORKS.

THE TECHNICIAN CLAMPS
THE TWO SECTIONS TOGETHER

WITH POWERFUL MAGNETS.

HE SWITCHES ON AN OVERHEAD LAMP
THAT EMITS INFRARED LIGHT

TO HELP THE GLUE CURE FASTER.

JUST 30 MINUTES LATER,

THE GLUE IS HARDENED ENOUGH
FOR THE TECHNICIAN TO HANDLE IT.

HE QUICKLY REMOVES THE MAGNETS

AND BEGINS TO TRIM OFF
THE EXCESS GLUE WITH A KNIFE.

THE TWO PARTS OF THE HOOD
ARE NOW FULLY BONDED TOGETHER.

THE OUTER SECTION HELPS DEFINE
THE STYLE OF THE 4C.

THE INNER FRAME PROVIDES
THE NECESSARY STRUCTURAL SUPPORT

BY ADDING RIGIDITY, STRENGTH,
AND ATTACHMENT POINTS.

THE HOOD IS NOW READY
FOR THE FINISHING PROCESS.

HERE USING AN ORBITAL SANDER,
WORKERS CAREFULLY

SMOOTH DOWN ITS SURFACE BEFORE
APPLYING A COAT OF PRIMER PAINT.

THE WORKERS SWITCH THE DIRECTION
OF THE LIGHT SOURCE

AND WET THE SURFACE
IN ORDER TO GIVE THE HOOD

A THOROUGH VISUAL INSPECTION.

THIS WILL HELP GUARANTEE THE 4C
LOOKS AS SMOOTH AS IT RUNS.

IN BETWEEN EACH SANDING,
A WORKER SPRAYS THE COMPONENT

WITH A COAT OF PRIMER PAINT.

ONCE IT DRIES IT WILL GO BACK
TO THE FINISHING DEPARTMENT

FOR ANOTHER SANDING.

AFTER REPEATING THESE STEPS
THREE TIMES,

THE SURFACE BECOMES
PERFECTLY SMOOTH AND FLAT,

READY FOR THE FINISH COATS
OF PAINT.

Narrator: ONCE ALFA ROMEO
HAS BUILT THE PARTS,

IT'S TIME
TO BRING THEM ALL TOGETHER,

BUT ASSEMBLING
AN UNUSUAL VEHICLE LIKE THE 4C

REQUIRES SKILL CRAFTSMEN

WHO HAVE SPECIALIZED EXPERIENCE
PUTTING TOGETHER UNIQUE CARS.

TO ASSEMBLE THE 4C,

ALFA ROMEO DECIDED
TO COLLABORATE WITH MASERATI,

ANOTHER LEGENDARY
ITALIAN CAR MANUFACTURER.

HERE AT THE MASERATI
HEADQUARTERS IN MODENA,

A TEAM OF EXPERT TECHNICIANS

BEGINS THE PROCESS
BY CONSTRUCTING THE UNDERBODY.

THEY BRING TOGETHER
THE ALUMINUM FRONT

AND REAR FRAMES
WITH THE CARBON FIBER MONOCOQUE.

THEY CLAMP THE THREE PARTS INTO
A TOOL CALLED REFERENCE PALLET.

THEY THEN BOLT
THE UNDERBODY TOGETHER,

MAKING SURE TO TIGHTEN THE NUTS

TO A TORQUE SPECIFIED
BY THE ENGINEERS.

NEXT, THE TECHNICIANS
ATTACH THE ALUMINUM ROLL BAR,

FOLLOWED
BY THE REAR WINDOW ASSEMBLY.

THEY BOND THE WINDOW

TO THE FRAME OF THE CAR WITH
A POWERFUL STRUCTURAL ADHESIVE.

THE TECHNICIANS CLAMP
A CUSTOM-BUILT JIG

TO THE MONOCOQUE.

THIS WILL HELP
THEM HOLD COMPONENTS

IN THE CORRECT POSITION

AS THEY ATTACH THEM
TO THE UNDERBODY.

THE WORKERS NOW PREPARE
TO ASSEMBLE THE WINDSHIELD.

ONCE AGAIN, THEY USE STRUCTURAL
ADHESIVE FOR THE ATTACHMENTS.

WHERE POSSIBLE, THE 4C DESIGN
CALLS FOR ADHESIVE

INSTEAD OF BOLTS, WELDS,
OR RIVETS.

THE USE OF ADHESIVE HELPS REDUCE
THE OVERALL WEIGHT OF THE CAR.

THE TECHNICIANS INSTALL THE ROOF

AND CLAMP IT IN PLACE
FOR 40 MINUTES

TO ALLOW THE ADHESIVE
TIME TO CURE.

ONCE THEY'VE ATTACHED THE BODY,
OR SKIN OF THE 4C,

IT WILL HEAD OFF
TO THE PAINTING DEPARTMENT.

A LARGE OVERHEAD CRANE

MOVES THE PAINTED BODY
TO THE ASSEMBLY LINE.

WORKERS REMOVE THE DOORS, HOOD,
AND TRUNK LID.

THEN THEY INSTALL
FRONT-END COMPONENTS

LIKE THE COOLING UNIT.

THIS IS
A STOP-AND-GO ASSEMBLY LINE.

EVERY 40 MINUTES, THE CAR
MOVES TO THE NEXT STATION.

NEXT, IT'S TIME
TO BRING THE POWER TRAIN

AND THE BODY TOGETHER.

TECHNICIANS USE A HOIST
WHICH HOLDS THE ENTIRE WEIGHT

OF THE ENGINE AS THEY INSTALL IT
BEHIND THE SEAT.

THE REFERENCE PALLET
UNDER THE CAR

PROVIDES A GUIDE SO THEY
CAN POSITION THE PART CORRECTLY.

THE BRAKES, WITH BREMBO
FIXED FOUR-POSITION CALIPERS

ARE DUAL CAST, PERFORATED,
AND SELF-VENTILATED.

IT TAKES THESE HIGH-PERFORMANCE
COMPONENTS JUST 118 FEET

TO BRING THE 4C
FROM 60 MILES PER HOUR

TO A COMPLETE STANDSTILL.

NOW THE FRONT BUMPER GOES ON
WITH ITS ALFA ROMEO SHIELD.

THE DOUBLE EXHAUST PIPE

AND MacPHERSON REAR SUSPENSION
ARE IN PLACE.

THE FRONT SUSPENSION
IS COMPRISED OF

A SUPERIMPOSED WISHBONE SYSTEM.

WORKERS MOUNT THE REAR FENDER
AND REAR BUMPER

AROUND THE TRUNK, WHICH HAS
A SMALL LUGGAGE COMPARTMENT.

AN IMPORTANT ELEMENT OF A CAR'S
DESIGN IS ITS FEATURE LINE.

THE FEATURE LINE OF A 4C RUNS
FROM THE LATERAL INTAKE FENCE

ACROSS THE SURFACE OF THE DOORS.

THE ALLOY WHEELS
ARE NOW IN PLACE.

A TECHNICIAN STARTS THE CAR
FOR THE FIRST TIME

AND BEGINS TESTING.

SHE VERIFIES THAT ALL THE 4C's
ELECTRONICS ARE IN WORKING ORDER

AND THAT THE DASHBOARD DISPLAY
FUNCTIONS PROPERLY.

THE ROLLING WHEEL IN THE FLOOR
IS CALLED A RATTLE BENCH.

IT SIMULATES ROUGH DRIVING
CONDITIONS.

USING THIS A DRIVER CAN
FINE-TUNE THE CAR'S SUSPENSION

TO ELIMINATE ANY SQUEAKS
AND RATTLES.

HE STARTS WITH THE FRONT
BEFORE SWITCHING AND TUNING

THE REAR SUSPENSION.

ALFA ROMEO USED RACE TECHNOLOGY
FOR THE 4C SUSPENSION SYSTEMS.

HERE NOZZLES POSITIONED
AT DIFFERENT HEIGHTS

SPRAY THE 4C WITH WATER.

THEY SUBJECT THE CAR

TO DIFFERENT INTENSITIES
OF SIMULATED RAINFALL,

INCLUDING SOFT ENGLISH DRIZZLE,

SPRING SHOWERS,

AND TROPICAL DOWNPOUR.

WORKERS CHECK THE INTERIOR
FOR SIGNS OF ANY INFILTRATION.

A DRIVER NOW TAKES THE 4C

FOR A SPIN ON A TRACK
OUTSIDE MASERATI'S MODENA PLANT.

THE TRACK IS DESIGNED
TO BE UNIFORMLY BUMPY.

NEXT, TWO TECHNICIANS SPEND
40 MINUTES EXAMINING

EVERY INCH OF THE CAR'S SURFACE
FOR DEFECTS.

AS WITH SOME OTHER SUPERCARS,

ALFA ROMEO OFFERS
AN ONLINE CONFIGURATOR

WHICH ALLOWS CUSTOMERS

TO RECONFIGURE THE 4C ACCORDING
TO THEIR PERSONAL TASTE.

VIEWERS CAN WATCH A VIDEO CLIP

AND CHANGE ELEMENTS
LIKE THE PAINT COLOR

OR WHEEL TYPE OF THE CAR
WITHOUT INTERRUPTING THE VIDEO.

THE MANUFACTURING PROCESS
IS COMPLETE

AND THIS ALFA ROMEO 4C
IS READY FOR ACTION.

UNBELIEVABLY, IT WEIGHS
LESS THAN 2,000 POUNDS.

CAPABLE OF REVVING UP
TO 6500 RPMs,

THIS SUPERCAR CAN ACCELERATE
FROM ZERO TO 60

IN JUST 4.5 SECONDS.

A SIX-SPEED GEARBOX ALLOWS
FOR FAST, PRECISE CONTROL.

AND LIKE ALL MODERN ALFA ROMEOS,

IT HAS SOMETHING
CALLED A DNA SELECTOR.

THIS GIVES DRIVERS THE CHOICE

OF SEVEN DIFFERENT
PERFORMANCE MODES,

INCLUDING NATURAL,
ALL-WEATHER, DYNAMIC, AND RACE.

AS FAR BACK AS 1939,

HENRY FORD WAS QUOTED A SAYING,

"WHEN I SEE AN ALFA ROMEO GO BY,
I TIP MY HAT."

IF HE WAS ALIVE TODAY,
THE WIND FROM A PASSING 4C

MIGHT BLOW HIS HAT OFF BEFORE
HE HAD A CHANCE TO TIP IT.