All language subtitles for How.Its.Made.Dream.Cars.S02E04.Caterham.Seven.1080p.DSCP.WEB-DL.AAC2.0.H.264-NTb_track3_[eng]

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

THE CATERHAM 7,
A LIGHTWEIGHT BRITISH CAR

DESIGNED FOR ROAD, TRACK,
AND RACE.

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

CAPTIONS PAID FOR BY
DISCOVERY COMMUNICATIONS

THE PARKING LOT
IN FRONT OF THE CATERHAM CARS

HEAD OFFICE IN DARTFORD U.K.
SHOWCASES VARIOUS 7 MODELS.

ALL HAVE STRIKING DESIGN

AND STATE-OF-THE-ART ENGINEERING
IN COMMON.

FROM THE HIGH PERFORMANCE
SUPERLIGHT R400

TO THE FUTURISTIC
AEROSEVEN CONCEPT,

OR THE SUPERLIGHT
R300 CHAMPIONSHIP RACECAR.

THE MODEL DATES BACK
TO THE ORIGINAL 1957 DESIGN

OF THE LOTUS 7 BY COLIN CHAPMAN.

BASED ON A PHILOSOPHY OF
PERFORMANCE THROUGH SIMPLICITY,

CHAPMAN DESIGNED THE FIRST 7
AS A LIGHTWEIGHT CAR

AND PEOPLE COULD EASILY
ASSEMBLE THEM THEMSELVES.

THE BASIC FEATURES OF THE CAR

REMAIN SIMILAR AND TRUE
TO THE ORIGINAL 1950'S DESIGN.

THE SLIM FRAME WRAPPED
IN A THIN ALUMINUM BODY,

AND THE TRADITIONAL
FREESTANDING HEADLIGHTS

ARE SOME CLASSIC FEATURES
OF THE 7.

WITH ITS FULLY INDEPENDENT
SEMI-RACE SUSPENSION

AND REAR WHEEL DRIVE,

THE 7 CAN BE CUSTOMIZED
FOR CASUAL ON-ROAD DRIVING

OR FOR ON-TRACK RACING.

THE CATERHAM 7
SELF ASSEMBLY KIT

INCLUDES A PREASSEMBLED
SPACE-FRAME CHASSIS,

THE ENGINE, AND A SET
OF PREFITTED COMPONENTS.

OVER 500 PARTS
GO INTO THE MAKING OF A 7.

THE CATERHAM TECHNOLOGY
AND INNOVATION CENTER IN HINGHAM

IS WHERE DESIGN AND ENGINEERING

FOR THE MODERN MODELS
TAKE PLACE.

ENGINEERS WORK ON VIRTUAL
DESIGNS ON 3D CAD SYSTEMS.

ONE ENGINEER WORKS ON
THE LIVE AXLE REAR SUSPENSION,

WHILE ANOTHER WORKS ON THE SPACE
FRAME CHASSIS AND BODY DESIGN.

THE CAD SYSTEMS REGISTER
THE FEATURES OF EACH CAR

BEFORE IT GOES INTO PRODUCTION.

AT THE WESTBURY WELDING SHOP,
WORKERS ASSEMBLE PRE-CUT,

HIGH GRADE STEEL TUBING TO FORM
THE CHASSIS SPACE FRAME PARTS.

A WELDER ASSEMBLES THE CHASSIS
PART CALLED THE BOW ON A JIG,

AND WELDS THE TUBES TOGETHER
AT VERY PRECISE ANGLES

USING AN ELECTRIC TIG WELDER.

HE PERFORMS A VISUAL INSPECTION

TO MAKE SURE THAT ALL WELDING
SEAMS ARE SOLID AND STRONG.

MOST PARTS ARE DESIGNED
WITH OPEN TRIANGULAR SHAPES

WHICH PREVENTS THE CHASSIS
FROM TWISTING.

A WORKER STARTS WELDING
THE FRAME PARTS TOGETHER

ON A CHASSIS ASSEMBLY JIG.

THE WELDING
AROUND THE FRONT SUSPENSION

MUST BE VERY ACCURATE

TO GIVE THE CAR
THE BEST POSSIBLE HANDLING.

THANKS TO ITS OPEN FRAME DESIGN,
TYPICAL OF LOW-VOLUME BUILD,

THE ASSEMBLED CHASSIS WEIGHS
A MERE 150 POUNDS.

TWO WORKERS NOW GET READY
TO ASSEMBLE THE DASHBOARD HOOP.

THEY CLAMP THE HOOP TIGHT
ON A WELDING JIG,

AND ONE WORKER HOLDS IT FIRMLY
WHILE THE OTHER ONE WELDS.

HE SPOT WELDS THE HOOP
ON BOTH SIDES

ENSURING IT IS STRONGLY ATTACHED
TO THE FRAME.

THE WORKERS UNCLAMP
THE HOOP WELDING JIG

AND MOVE IT OUT OF THE WAY

BEFORE GRINDING
THE WELD PROFILES

FLAT WITH A DUAL ACTION SANDER.

THE ASSEMBLED
SPACE FRAME CHASSIS

IS MADE OF MACHINE TUBING
WITH HOLES FOR BOLTS

AND SOCKETS
FOR THE FRONT SUSPENSION ARMS.

IT GOES THROUGH A MULTISTAGE
ELECTROSTATIC PAINTING PROCESS.

A WORKERS RUBS SOAP ON A CORNER
OF THE ALUMINUM SHEET

USED FOR THE BODYWORK.

SHEETS COME PRECUT
AND PREFORMED,

BUT NEED TO BE HAND FORMED
AROUND THE ANGLES.

USING A HIGH TEMPERATURE
PROPANE CYLINDER BLOW LAMP,

HE HEATS UP ALUMINUM
TO SOFTEN THE SHEET

AND MAKE IT MORE MALLEABLE
AND DUCTILE.

THEN HE FOLDS THE CORNER

AROUND THE TOP BAR FRAME
OF THE CHASSIS.

WHEN THE SOAP TURNS BROWN,

THE WORKER KNOWS THE ALUMINUM
IS AT THE RIGHT TEMPERATURE,

AND HE STARTS HAMMERING
THE SHEET

TO FOLD IT TIGHTLY
AROUND THE FRAME.

HE FLATTENS THE SHEET
AROUND THE TOP BAR FRAME

AND KEEPS ON HAMMERING

UNTIL FOLD INCREASES
IN THE SHEET BEGIN TO DISAPPEAR.

HE MAKES A COARSE FINISH
OVER THE CORNER

WITH A LONG, FINE FILE

TO LEVEL THE ALUMINUM SHEET
AS MUCH AS POSSIBLE.

HE THEN TAKES
A DUAL-ACTION SANDER

AND RUNS OVER THE CORNER
USING THE MULTI-ACTION

ROTARY SANDING DISK TO ELIMINATE
ALL TRACES OF THE BENDING.

HE FINALLY POLISHES THE METAL
WITH A CORK SANDING BLOCK,

SMOOTHING OUT THE BODYWORK
ALL AROUND THE CORNER

TO REACH A MIRROR-SHINE FINISH.

THE BODYWORK
IS NOW FULLY AND SEAMLESSLY

WRAPPED AROUND THE FRAME.

THE BODYWORK IS COMPOSED
OF TWO ALUMINUM SHEETS,

WHICH A WELDER JOINS AROUND THE
BOW USING A ELECTRIC TIG PLANT.

THE WELDER APPLIED
A POLISHING LUBRICANT

CALLED TALLOW,

WHICH PREVENTS THE ALUMINUM DUST
FROM CONTAMINATING THE ABRASIVE

USED TO GRIND DOWN
THE WELDING SEAM.

THE WELDER USES A BELT SANDER TO
START FLATTENING OUT THE WELD.

HE REMOVES
MOST OF THE WELDING PROFILE

BEFORE HE TAKES
AN ORBITAL SANDER

TO COMPLETELY GRIND OFF
THE WELDING SEAM.

HE POLISHES THE WELDING
WITH A RUBBING FINISHING BLOCK

AND CLEANS AWAY THE RESIDUE.

THE ASSEMBLED
SPACE-FRAME CHASSIS

GOES TO THE COORDINATE-MEASURING
MACHINE.

A SPRING-LOADED POINTER
MEASURES THE CHASSIS

TO ANALYZE THE ACCURACY
OF THE BUILD.

A COMPUTER
THEN COMPARES THE DATA

TO DESIGN INFORMATION
RECORDED IN THE CAD SYSTEM.

Narrator: THE EIGHT-SPOKE RIM
IS A KEY FEATURE

OF MODERN CATERHAM 7 DESIGNS.

THE FORGED AND CNC-MACHINED
ALUMINUM ALLOY

MAKES THE RIMS LIGHT,

WHILE THE V-SPOKE SHAPE
PROVIDES THE WHEELS

WITH RESISTANCE AND FLEXIBILITY.

A VIRTUAL ENGINEERING SOFTWARE

ENSURES THAT THE FEATURES
OF THE RIM

MEET THE REQUIREMENTS
OF THE CAR.

THE COMPUTER PERFORMS
STRESS ANALYSIS,

CORNER FATIGUE,
AND IMPACT TESTING.

DESIGN CONTROL
AND QUALITY PLANNING

ALSO INVOLVE CASTING
SOLIDIFICATION SIMULATION.

A COMPUTER PROGRAM
SIMULATES THE MOLD FILLING

AND THE ALUMINUM ALLOY
SOLIDIFICATION

AND COOLING PROCESS.

THIS STEP
MAXIMIZES FORGING QUALITY

AND MINIMIZES PRODUCTION COSTS
BY REDUCING DEFECTS AND SCRAP.

THE RIMS ARE MADE

USING A STAMPED
FORGING PRODUCTION TECHNOLOGY,

A COMMON TECHNIQUE
USED IN THE AUTOMOTIVE INDUSTRY.

A BLACKSMITH POURS
MELTED ALUMINUM

INTO THE HEATING PRESS MOLD.

THE SMITH CLOSES THE LID
OF THE MOLD

TO PREVENT THE BURNING HOT METAL
FROM LEAKING OUT

FROM THE HEATING PRESS.

STAMP FORMING
INVOLVES THE APPLICATION

OF CONTINUOUS COMPRESSIVE

AND TENSILE FORCES
ON A WORK PIECE

WITH A SINGLE SLOW
AND CONTROLLED STROKE

OF A STAMP TOOL.

AS THE STAMP TOOL MOVES BACK UP,

IT LIFTS THE FORGED RIM
OUT OF THE FORMING DYE.

FORGED RIMS ARE THREE TO FOUR
TIMES LIGHTER THAN CAST RIMS,

WHICH HELPS REDUCE
THE TOTAL WEIGHT OF THE CAR.

THEY HAVE
A BETTER IMPACT RESISTANCE

AND ARE FAR MORE DURABLE,
AND ENHANCE FUEL EFFICIENCY,

BRAKE-SYSTEM LIFE,
AND GENERAL DRIVING SAFETY.

THE FORGED RIMS GO THROUGH

A THOROUGH
MATERIAL ANALYSIS PROCESS.

AND X-RAY CAMERA
PERFORMS A GEOMETRY CHECK

AS WELL AS A CHEMICAL AND
METALLURGICAL STRENGTH ANALYSIS

TO DETECT ANY PRODUCTION FLAWS.

THE PRE-FINISHED
RIM LACKS ASSEMBLY HOLES

FOR THE WHEEL NUTS AND STILL
HAS VARIOUS FORMING MARKS.

THE CNC
TURNING AND MILLING PROCESSES

REMOVE ALL OF THESE TRACES.

THE SHAPE
OF THE CNC-MACHINED RIM VARIES

DEPENDING
ON THE TYPE OF ALLOY USED

AND THE TYPE OF WHEEL MODEL
BEING MADE.

ALL RIMS GO THROUGH THE SAME
THREE-STAGE PAINTING PROCESS

BEFORE THEY ARE READY
TO BE MOUNTED WITH TIRES.

FIRST,
AN ELECTROSTATIC SPRAY PAINTER

APPLIES A COAT OF WHITE PRIMER.

THE PAINTED RIM THEN GOES TO
A CNC TURNING MACHINE.

THE BLADE REMOVES THE PAINT
AND PRIMER COATS

ON THE TOP EDGE OF THE RIM.

THE MACHINE SPRAYS WATER
TO REDUCE THE HEAT

GENERATED BY FRICTION
OF THE BLADE AGAINST THE RIM,

WHICH TURNS AT A SPEED
OF 1800 ROTATIONS PER MINUTE.

ONCE THE TURNING IS COMPLETE,
THE BLADE MOVES AWAY,

REVEALING THE ORIGINAL
ALUMINUM FINISH OF THE RIM.

THE TURNED RIM

GOES THROUGH AN ELECTROSTATIC
LACQUER COATING APPLICATOR,

WHICH APPLIES A FINE
TRANSPARENT FILM OVER THE PAINT.

ELECTROSTATIC PAINTING
AND LACQUERING TECHNIQUES

MAKE A UNIFORM
PROTECTIVE COATING

THAT IS ABRASION RESISTANT.

Narrator: THE ENGINES
USED FOR THE CATERHAM 7 SERIES

ARE SMALL AND COMPACT.

THIS 2-LITER L4 ENGINE

IS EQUIPPED WITH AN ULTRA SMALL
40 AMPERES ALTERNATOR,

AND A SIX-SPEED SEQUENTIAL
TRANSMISSION GEARBOX.

A CATERHAM ENGINEER
MAKES THE ADJUSTMENT

BETWEEN THE CYLINDERS
AND THE PISTONS.

USING A CAREFULLY MACHINED PIECE
OF METAL CALLED A FEELER GAUGE,

HE CHECKS THE CLEARANCE BETWEEN
THE PISTON AND THE CYLINDER WALL

AND WRITES THE MEASUREMENTS DOWN
TO THE MILLIMETER.

THIS METICULOUS PROCESS
IS INTENDED

TO GET THE BEST POSSIBLE FIT

BETWEEN THE PISTONS
AND THE CYLINDER BORES.

THE ENGINEER INSERTS PISTONS
RINGS INSIDE THE CYLINDER.

THE RINGS FIT INTO THE GROOVE

ON THE OUTER DIAMETER
OF THE PISTONS

TO SEAL THE GAP
BETWEEN THE PISTON AND THE BORE.

THEY PREVENT OIL AND GAS

FROM LEAKING OUT
OF THE COMBUSTION CHAMBER

THEREBY MAXIMIZING THE
EFFECT OF THE DISPLACEMENT.

THE ENGINEER CHECKS THE FIT
BETWEEN THE PISTON HEAD

AND RINGS IN EACH CYLINDER.

HE FINALLY MEASURES
THE RING GAP,

WHICH MUST BE WIDE ENOUGH
TO ALLOW FOR EXPANSION,

BUT NOT TOO WIDE
TO PREVENT LEAKAGE.

THE ENGINEER NOW GETS READY

TO MEASURE THE VOLUME
OF THE CYLINDER VALVE PORTS.

HE COVERS ONE VALVE PORT
WITH A ROUND PLEXIGLASS.

THEN HE TAKES
A VOLUMETRIC PIPETTE

FILLED WITH
A RED-COLORED CONTROL FLUID

AND STARTS POURING IT
INTO THE VALVE CROWN.

AS THE LIQUID EMPTIES
FROM THE PIPETTE,

IT PROGRESSIVELY FILLS
THE VALVE CROWN CAVITY

UNTIL THERE IS NO AIR LEFT
UNDER THE PLEXIGLASS.

THE PORT VOLUME IS KEY
TO AN OPTIMAL AIR FLOW.

A GOOD MATCH
BETWEEN ALL FOUR PORTS

WILL ENSURE THAT ALL CYLINDERS
DELIVER AN EVEN DISPLACEMENT.

THE ENGINEER NOW STARTS
ASSEMBLING THE CYLINDER HEAD

TO THE ENGINE BLOCK.

HE INSTALLS THE GASKET
ON THE ENGINE BLOCK.

HE THEN PLACES THE CYLINDER
ON TOP OF THE ENGINE BLOCK,

CAREFULLY ALIGNING
THE ASSEMBLY BOLT HOLES

WITH THE SOCKETS IN THE BLOCK.

HE APPLIES
HIGH TEMPERATURE GREASE

ON THE THREADED HEAD
OF THE BOLTS WHICH

ENDURE HIGH PRESSURE
AND TEMPERATURE INSIDE

THE CYLINDER HEAD.

HE STARTS
MANUALLY ASSEMBLING THE BOLTS

FOLLOWING A CRISS-CROSS
TIGHTENING SEQUENCE.

THIS ALLOWS HIM TO BALANCE
THE PRESSURE AND THE TENSION

OF THE CYLINDER HEAD
ON THE ENGINE BLOCK.

ONCE HE'S DONE,

HE GIVES THE BOLTS
A FINAL TORQUE WITH THE WRENCH.

HE MUST GIVE ENOUGH TORQUE

TO KEEP THE BOLTS FROM
SLACKING WITH TIME,

BUT NOT TOO MUCH
TO AVOID STRIPPING THE THREADS.

THAT COULD MAKE THEM HARDER
TO REMOVE FOR MAINTENANCE

OR REPAIR OF THE ENGINE.

THE ENGINEER ATTACHES
A SEQUENTIAL RACING TRANSMISSION

GEARBOX TO THE ENGINE.

THE TRANSMISSION BELT HOUSING
IS FITTED TO THE ENGINE BLOCK

AND CONNECTS WITH DOWELS
DESIGNED TO ALIGN

THE TRANSMISSION GEAR
WITH THE ENGINES CRANK SHAFT.

THE ENGINEER MANUALLY INSERTS
THE ASSEMBLY BOLTS

AND USES A WRENCH TO GIVE THEM
THE PROPER TORQUE

TO SECURELY FASTEN
THE TRANSMISSION GEARBOX

TO THE ENGINE BLOCK.

COMPACT FOUR-CYLINDER
FORD ENGINES LIKE THIS ONE

POWER MOST CARS OF THE 7 SERIES.

THEY COME WITH A 1.6-
OR 2-LITER DISPLACEMENT CAPACITY

DEPENDING ON THE MODEL.

BY COMPARISON, THE SUZUKI ENGINE
IS MUCH SMALLER

WITH ITS FIVE-SPEED GEAR BOX
AND THREE-CYLINDER 660 CC TURBO,

IT DELIVERS 80 HORSEPOWER
TO THE RETRO 7 160 MODEL.

Narrator:
VARIOUS DASHBOARD CONFIGURATIONS

ARE AVAILABLE
FOR DIFFERENT CATERHAM 7 MODELS,

FROM THE MODERN TACHOMETER

WITH ELECTRONIC
RACE INSTRUMENTATION DISPLAY,

TO THE RETRO DASHBOARD CONTROLS

WITH DIAL GAUGES
AND TOGGLE SWITCHES.

AT THE DARTFORD
PRODUCTION FACILITY,

MECHANICS MANUALLY ASSEMBLE
VARIOUS MODELS

FROM THE CATERHAM 7 SERIES.

ONE MECHANIC APPLIES

HIGH-PERFORMANCE
DOUBLE-SIDED TAPE

ON THE DASHBOARD HOOP.

AUTOMOTIVE TAPE PROVIDES
A STRONG SECURE CONTACT BOND,

WHICH DOES NOT SLACK

WHEN EXPOSED
TO NORMAL ROAD VIBRATION.

THE BUILD MECHANIC,
NEVERTHELESS,

ADDS SOME MASTIC TO THE BASE
OF THE DASHBOARD HOOP

TO SEAL THE DASHBOARD PANEL
IN PLACE.

HE PLACES THE PANEL ON THE HOOP

AND GENTLY PRESSES IT
ONTO THE ADHESIVE.

THE MECHANIC ALIGNS IT WITH
THE BASE OF THE DASHBOARD HOOP

AND PUSHES DOWN FIRMLY
TO ENSURE ADHESION

ACROSS ALL POINTS OF THE PANEL.

HE WRAPS THE BASE
OF THE DASHBOARD

WITH HOLDING TAPE
UNTIL THE MASTIC SOLIDIFIES,

AND ADDS TAPE
ON TOP OF THE DASHBOARD

TO HOLD IT IN PLACE
WHILE THE ADHESIVE SETS.

UNDERNEATH THE SCUTTLE
WITH THE WINDSHIELD WIPER POSTS,

THIS DASHBOARD IS MOUNTED
WITH CLASSIC DIAL GAUGES,

ROCKER SWITCHES, AND BUTTONS.

A BUILD MECHANIC NOW ASSEMBLES
THE ALUMINUM FUEL TANK.

HE INSERTS THE FUEL SENDER UNIT
AND THE LEVEL SENSOR

IN THE FUEL TANK AND PUSHES
THE UNIT FIRMLY INTO PLACE.

HE SCREWS A PLASTIC RING ON TOP
OF THE FUEL SENDER

AND CLOSES IT WITH A WRENCH.

HE INSERTS THE FUEL TANK
UNDERNEATH THE BOOT BOARD

IN THE BACK OF THE CAR

AND ALIGNS THE FUEL FILLER

WITH THE PREDRILLED SLOT
IN THE BODYWORK.

HE TAKES THE FILLER CAP

AND PLACES IT ON TOP OF
THE FUEL FILLER NECK PROTECTOR.

HE INSERTS ASSEMBLY BOLTS
TO HOLD THE FILLER CAP IN PLACE,

AND TIGHTENS THEM
USING A SMALL TORQUE WRENCH.

THE FUEL TANK CAPACITY
VARIES FROM 8 GALLONS

TO 11 GALLONS
DEPENDING ON THE MODEL.

WITH THE LIGHTWEIGHT CHASSIS
AND RUNNING GEAR,

THE CARS HAVE A REASONABLE
FUEL ECONOMY.

TWO BUILD MECHANICS NOW INSTALL
THE FRONT BONNET LATCHES.

THEY APPLY MASKING TAPE

TO PROTECT THE ALUMINUM BODYWORK
FROM SCRATCHING

DURING THE INSTALLATION OF THE
CATCHES UNDERNEATH THE LOCK.

FIRST, THEY PLACE THE CATCH
IN POSITION,

ALIGNING IT WITH
THE LOCK RIVETED ON THE BONNET.

THEY PUSH THE CATCH
FIRMLY AGAINST THE TAPE

TO MARK THE POSITION
OF THE HOLE.

THEN ONE MECHANIC DRILLS A HOLE
THROUGH THE TAPE AND INTO THE
BODYWORK.

AFTER REMOVING THE TAPE,

THE MECHANIC ALIGNS THE CATCH
ONCE AGAIN TO THE BONNET LOCK

AND HOLDS IT IN PLACE

WHILE THE OTHER MECHANIC
RIVETS IT TO THE BODYWORK.

THEY REPEAT THE PROCESS
ON THE OTHER SIDE OF THE BONNET

AND FINISH THE INSTALLATION
WITH TWO SPRINGS

NEAR THE FRONT SUSPENSION.

A BUILD MECHANIC NOW ASSEMBLES
THE FRONT SUSPENSION ARM

KNOWN AS THE WISHBONE.

THE INDEPENDENT SUSPENSION

ALLOWS THE FRONT WHEELS
TO MOVE INDEPENDENTLY.

IT ALSO GIVES A BETTER CONTROL

OVER THE CAMBER ANGLE
OF THE WHEELS

AND HELPS MINIMIZE
THE ROLL OR SWAY OF THE CAR

ON THE ROAD OR TRACK.

A WORKER NOW
ASSEMBLES THE ENGINE

TO THE CHASSIS OF THE CAR.

THIS SUPERCHARGED FORD DURATECH
2-LITER, 310 HORSEPOWER ENGINE

WEIGHS JUST UNDER 275 POUNDS.

WITH THE TRANSMISSION GEAR,

IT FITS TIGHTLY INTO
THE CHASSIS OF THE 7 620R.

NEAR THE END
OF THE ASSEMBLY LINE,

WORKERS MOUNT THE LAST PIECES
OF THE CAR.

ONE MECHANIC MOUNTS THE
REAR WINGS OVER THE REAR AXLE.

THE FIBERGLASS WING IS FITTED
WITH A CARBON-FIBER PROTECTOR.

WORKERS FINISH FITTING
THE INTERIOR OF THE COCKPIT

OF ANOTHER CAR.

THE CAR IS EQUIPPED
WITH AN ENGINE COOLANT RADIATOR

AT THE FRONT.

ONE MECHANIC
MOUNTS A REAR ROLL BAR

TO THE CHASSIS
BEHIND THE COCKPIT OF THE CAR.

ANOTHER WORKER INSTALLS THE
SIDE EXHAUST PIPE AND SILENCER

BEFORE THE CAR MOVES AHEAD
ON THE ASSEMBLY LINE.

A MECHANIC MOUNTS THE WHEELS
ON THIS 7 620R.

THE FORGED RIMS ARE FITTED WITH
TRACK-INSPIRED TIRES

DESIGNED TO OPTIMIZE

BOTH ON-ROAD AND ON-TRACK
PERFORMANCE.

HE GIVES THE WHEEL A MANUAL SPIN

TO ENSURE IT TURNS FREELY
ON THE AXLE.

ONCE ALL FOUR WHEELS
ARE ASSEMBLED,

THE MECHANIC INSTALLS
THE NOSE CONE.

THERE IS PLENTY OF VENTING SPACE

TO ALLOW THE RADIATOR
TO PROPERLY COOL THE ENGINE.

THE FRONT BONNET
ALSO HAS BUILT-IN COOLING VENTS

AND AIR INTAKES FOR THE ENGINE.

THE MECHANIC FINALLY SECURES
THE BONNET IN PLACE

WITH THE BONNET LATCHES.

THE CAR IS UP ON THE VEHICLE
RAMP FOR FINAL INSPECTION.

FROM UNDERNEATH THE CHASSIS,

WE HAVE A CLEAR VIEW
OF THE FRONT SUSPENSION,

THE ENGINE
AND TRANSMISSION TUNNEL,

AND THE LIVE AXLE
AT THE REAR OF THE 7 160.

A DRIVER TAKES THE CAR
TO THE PARKING LOT

BEFORE GOING
FOR A 12-MILE ROAD TEST.

TWO ROAD-READY CARS WAIT
TO GO OUT TO THE TEST TRACK.

THE AEROSCREEN WINDSHIELD

IS A STANDARD FEATURE
OF MANY 7 MODELS.

THE 160 MODEL IS THE MODERN 7

CLOSEST TO THE DESIGN
OF THE ORIGINAL LOTUS 7.

THIS ONE FEATURES
AN ALUMINUM DASHBOARD

AND RIGHT-HAND
DRIVE CONFIGURATION.

CATERHAM 7'S ARE RENOWNED FOR
THEIR HANDLING CHARACTERISTICS

AND ACCELERATION.

THE 7 620R'S SUPERCHARGED ENGINE
DELIVERS 310 HORSEPOWER.

IT CAN ACCELERATE
FROM ZERO TO 60 MILES PER HOUR

IN LESS THAN THREE SECONDS,

AND REACH A MAXIMUM SPEED
OF 155 MILES PER HOUR.