All language subtitles for How.Its.Made.Dream.Cars.S02E06.Ginetta.G40.1080p.DSCP.WEB-DL.AAC2.0.H.264-NTb_track3_[eng]

IT'S REACTIVE, UNRESTRAINED,

AND ELECTRIFYING.

MEET THE GINETTA G40,

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

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

CAPTIONS PAID FOR BY
DISCOVERY COMMUNICATIONS

Narrator:
BRITISH AUTO MAKER GINETTA

AND TEAM LNT ARE SYNONYMOUS
WITH RACING,

MAKING HEADWAY IN AUTO RACING
HISTORY FOR DECADES.

SINCE ITS ACQUISITION BY
LAWRENCE AUTOMOTIVE IN 2005,

IT'S EXPANDED GREATLY.

GINETTA RELEASE THE G40,
ITS FIRST ROAD CAR IN 15 YEARS.

FROM THE 1960s G10
AND THE LE MANS PROTOTYPE

TO THIS
1964 G4 ROAD AND RACE CAR,

AN IMPRESSIVE HISTORY.

GINETTA WAS FOUNDED IN 1958
IN WOODBRIDGE, ENGLAND,

BY THE WALKLETT BROTHERS.

IN 1961, IT INTRODUCED THE G4,

A ROAD CAR AND WEEKEND RACER.

IN 2005, GINETTA WAS ACQUIRED
BY LNT AUTOMOTIVE,

REJUVENATING THE BRAND.

THE G40 ROAD CAR DIFFERS
FROM ITS RACING COUNTERPART

BY USING AN AMERICAN ENGINE,

A JAPANESE-INSPIRED GEARBOX,

AND A ROAD-FRIENDLY INTERIOR.

THE G40'S BIG ADVANTAGE
IS SIMPLICITY

AND LACK OF DRIVER AIDS
LIKE POWER STEERING,

TRACTION CONTROL, OR A.B.S.

MANUFACTURED AT
THE STATE-OF-THE-ART FACTORY

LOCATED IN GARFORTH, LEEDS,

THE FIRST G40 ROAD CAR
WAS DRAFTED ON PAPER,

VISUALIZED THROUGH
3-D COMPUTER RENDERING,

AND HIT THE ROAD FOR TESTING
IN UNDER A YEAR.

AND BELOW THE STUNNING SURFACE

IS A COLD DRAWN STEEL,
SEAMLESS TUBE CHASSIS.

AT ANOTHER LOCATION,
A SUPPLIER PRODUCES AND STORES

THE PRECUT STEEL TUBING
FOR THE CHASSIS' ASSEMBLY.

TWO WORKERS LIFT A TUBE

INTO A 3-D LASER PIPE CUTTING
CNC MACHINE

FOR PRECISION CLIPPING.

THIS CNC MACHINE CAN CUT TUBES
WITH DIAMETERS FROM HALF AN INCH

TO 8.5 INCHES.

CUTTING IS MANAGED

WITH AN AUTOMATIC
LOADING AND TILTING SYSTEM.

ONCE A PIECE IS CUT,

IT'S AUTOMATICALLY UNLOADED
ONTO A TRANSITION BELT.

THEN THE PARTS ARE COLLECTED
FOR FURTHER MACHINING.

BACK AT THE MAIN FACTORY

WITHIN THE CHASSIS FABRICATION
DEPARTMENT,

A MACHINIST
TWISTS ALUMINUM TUBING

TO CREATE THE RADIATOR'S
COOLANT PIPE,

A HARD PIPE WHICH CARRIES
COOLANT FROM THE ENGINE BLOCK

TO THE RADIATOR.

THIS PORTABLE
BENCHTOP TUBE AND PIPE BENDER

FUNCTIONS WITH
A SINGLE BENDING SPEED.

THIS ALLOWS THE PIPE
TO BE CAREFULLY FASHIONED

TO MEET UNIQUE MANUFACTURING
SPECIFICATIONS.

EVENTUALLY, THE CAR'S
INTERNAL CHASSIS FRAMEWORK

WILL CONSISTENT OF

262 SEGMENTS OF BENT
AND STRAIGHT LASER-CUT TUBES.

AT A PRIMARY WORKSTATION,

A TECHNICIAN PLACES
THE REAR ROLL HOOP STRUCTURE

ONTO THE CHASSIS JIG.

IT'S POSITIONED USING
A TAPE MEASURE

ALONG WITH A RUBBER MALLET
FOR KEY PLACEMENT.

PIECES ARE WELDED USING

A METAL INERT GAS WELDING UNIT,
OR MIG GUN.

AT ANOTHER WORKSHOP,

A TECHNICIAN PLACES
A PRECUT PLATE OF STEEL

ONTO A TRADITIONAL
PIECE OF EQUIPMENT

CALLED A FLY PRESS.

THIS MANUALLY PRESSES AND SHAPES
THE MATERIAL

INTO WHAT IS KNOWN AS A GUSSET.

THE GUSSETS ARE LARGE BRACKETS

THAT CONNECT AND STRENGTHEN
CROSSMEMBERS OF THE CHASSIS.

ONCE A GUSSET IS MACHINED,

THE PART IS WELDED
TO THE STEEL BASE FRAME

WITH A MIG GUN.

ADDING MORE OF
THE LASER-CUT STEEL TUBES,

THE WELDING TECHNICIAN SNAPS
AND LOCKS THE UPPER COMPONENTS

INTO THE CHASSIS JIG.

NOW HE'S BUILDING
THE BOX SECTION,

WHERE AREAS LIKE THE PASSENGER
AND DRIVER SIDE CHASSIS TUBES

ARE ALIGNED.

NEXT, HE MOVES ON TO WELD,

FORMING A LARGER,
SOLIDIFIED STRUCTURE.

IN TOTAL,
103 TUBES ARE INSTALLED

TO FORM THE BOX SECTION.

THE INSTALLATION OF

THE DRIVER SIDE FOOTWELL
AND BULKHEAD

ARE EASILY APPLIED DUE TO
THE 3-D COMPUTER-AIDED DESIGN.

NOW POSITIONED
ON A CHASSIS ROLLER,

THE PRELIMINARY SPACE FRAME IS
ROTATED TO DIFFERENT ANGLES.

THIS HELPS TO FINALIZE
SPECIFIC WELDS

BELOW AND AROUND THE BASE
OF THE FRAME.

WHEN FINISHED, THE CHASSIS IS

ELECTROSTATICALLY
POWDER-COATED BLACK.

Narrator: THE G40'S INEXPENSIVE,
1.8-LITER AMERICAN ENGINE

IS THE SAME ENGINE BLOCK FOUND

IN OLDER VERSIONS
OF FORD'S COMPACT CARS,

LIKE THE FOCUS, ESCORT,
AND FIESTA.

THIS PARTICULAR ENGINE ASSEMBLY

STARTS WITH A TECHNICIAN
INSTALLING THE INTAKE

AND EXHAUST CAMSHAFT
CYLINDRICAL RODS,

WHICH RUN THE LENGTH
OF THE CYLINDER BANK.

A FRICTION-REDUCING
CAMSHAFT ASSEMBLY LUBRICANT

IS THEN APPLIED TO ENSURE
THE PART'S OPERATIONAL DEMANDS.

AS PART OF THE CAMSHAFT UNITS,

BALL BEARINGS ARE FASTENED
AT BOTH ENDS OF EACH BAR.

THIS WILL REDUCE
ROTATIONAL FRICTION

AND SUPPORT
THE CYLINDRICAL RODS.

WORKING WITH THE CYLINDER BANK
TO HOUSE THE CAMSHAFT RODS

ARE 10 CAMSHAFT BRACKETS
AND THEIR FASTENING BOLTS.

THEY HELP THE CAMSHAFT UNITS
TO REMAIN IN POSITION

FOR THEIR PROPER SYNCHRONIZATION
WITH THE CRANKSHAFT.

USING AN IMPACT DRIVER,

EACH SUPPORT CLAMP
AND FASTENING BOLT

IS PRECISELY INSTALLED.

A DESIGNATED AMOUNT OF TORQUE
IS APPLIED

IN ORDER TO AVOID ANY DAMAGE
TO THE HARDWARE.

USING A SPECIALIZED PAINT PEN
WITH BLUE INK,

KNOWN AS TORQUE PAINT,

EACH BOLT IS MARKED
FOR QUALITY INSURANCE.

NEXT, THE TECHNICIAN ATTACHES
THE CAMSHAFT SPROCKETS,

WHICH ARE RESPONSIBLE
FOR MAINTAINING

THE TIMING BETWEEN THE CAMSHAFT
AND THE CRANKSHAFT.

TO ENSURE THE SPROCKETS ARE
EXACTLY ADJUSTED,

A MANUAL TORQUE WRENCH IS USED
TO FASTEN THE BOLTS.

AGAIN, TORQUE PAINT
IS APPLIED TO MARK

IF THE PART HAS TAMPERED WITH
OR BECOMES LOOSE.

THE TENSIONER PULLEY
AND IDLER PULLEY

REGULATE THE SYSTEM'S
TIMING BELT.

THEY ARE ALSO ADJUSTED,
FASTENED,

AD FINALLY MARKED
WITH TORQUE PAINT.

ATTACHED TO THREE SPECIFIC AREAS
OF THE CRANKSHAFT SPROCKET

ARE THICK PIECES
OF DOUBLE-SIDED TAPE.

THEY TEMPORARILY SUPPORT

A METALLIC
PRECISION CAM DEGREE WHEEL,

WHICH ACCURATELY SETS
THE CAMSHAFT TIMING

WHILE ALSO CHECKING
THE VALVE TIMING.

IN THIS STEP OF
THE ENGINE BUILDING PROCESS,

HE IS USING A CAM DEGREEING KIT,
WHICH LETS HIM CHECK

THE PISTON-TO-VALVE CLEARANCE
WITH ACCURACY.

IT ENSURES THAT

THE ENGINE VALVES ARE
OPENING AT THE CORRECT POINT

AND THE PISTONS CYCLE
WITHIN THE CYLINDERS.

ANY ERROR IN THE SETTINGS CAN
CAUSE THE PARTS TO MALFUNCTION,

CAUSING DAMAGE TO THE ENGINE.

TIMING IS ALSO VERIFIED

TO ENSURE THE CRANKSHAFT
AND CAMSHAFTS ARE ALIGNED.

NEXT IS
THE 4-CYLINDER EXHAUST MANIFOLD

THAT COLLECTS AIR
AND FUEL MIXTURES,

WHICH ASSIST THE SERIES
OF SMALL EXPLOSIONS

WITHIN THE ENGINE'S
COMBUSTION CHAMBER.

THE TECHNICIAN ATTACHES
THE EXHAUST MANIFOLD

WITH STUDS AND NUTS,

USING AN IMPACT DRIVER
FOR TORQUE FORCE PRECISION.

COVERAGE IS ADDED,

LIKE THE ALUMINUM BACKING PLATE
FOR THE AIR-BOX.

A PLASTIC CAMSHAFT COVER
FOLLOWS,

ALONG WITH THE ALUMINUM
TIMING BELT COVER,

THE WATER PUMP PULLEY,

AND A PLASTIC
CAMSHAFT SPROCKET COVER.

THE ENGINE BLOCK IS READY
FOR THE ROAD AND TRACK.

Narrator: THE G40'S DASHBOARD,

TRANSMISSION PROP TUNNEL,
AND INTERIOR SIDE TRIM

ARE MADE OF CHOPPED STRAND
MAT FIBERGLASS

WITH A POLYESTER RESIN
AND A GEL-COAT FINISH.

LOOKING STELLAR
STARTS ON THE INSIDE.

ESPECIALLY USEFUL ON NEW MOLDS
IS A LAYER OF MOLD RELEASE WAX,

WHICH IS FORMULATED
FOR THE EASY REMOVAL OF A PART

FROM A TEMPLATE.

FOLLOWING THE IMPLEMENTATION
OF THE RELEASE WAX,

A JET BLACK GEL COAT
OF A HIGH QUALITY RESIN FINISH

IS SPREAD ACROSS THE SURFACE.

ONCE THE GEL COAT IS APPLIED,

THE MOLD IS SHUTTERED
TO ANOTHER AREA

FOR CURING AT ROOM TEMPERATURE.

GEL COAT WILL NOT
CURE ADEQUATELY

BELOW 59 DEGREES FAHRENHEIT,

AND IN TEMPERATURES
ABOVE 86 DEGREES,

IT WILL CURE TOO QUICKLY.

AFTER THE DRYING PROCESS,

AN EPOXY EMULSION
IS PAINTED ONTO THE SURFACE.

IT IS NOW READY TO RECEIVE
CHOPPED STRANDS OF FIBERGLASS

THAT ARE MIXED WITH MORE OF
THE HIGH STRENGTH BONDING GLUE.

THESE STRANDS ARE MADE

BY CHOPPING
CONTINUOUS GLASS FILAMENTS

COATED WITH A CHEMICAL SIZING
INTO A SPECIFIED LENGTH.

THESE STRANDS ENSURE
THE COMPATIBILITY WITH THE RESIN

TO REINFORCE
THE PLASTIC-LIKE STRUCTURE

AND PROVIDE
ACOUSTICAL INSULATION.

THE WORKERS APPLY SEVERAL LAYERS
OF CONTINUOUS FILAMENT MATS

THAT PROVIDE RIGIDITY,
CONFORMABILITY,

AND TENSILE STRENGTH.

THE CONTINUOUS FILAMENT MATS
ARE A NONWOVEN MAT

MADE FROM FIBERGLASS FILAMENTS.

THEY CONSIST OF
CONTINUOUS FIBERS

RANDOMLY ORIENTED
IN MULTIPLE LAYERS.

THE GLASS FIBER IS BONDED
WITH A SILANE COUPLING AGENT,

AND THE LAYERS ARE HELD TOGETHER
WITH A SUITABLE BINDER.

FINALLY,
A SMALL FIBERGLASS RESIN ROLLER,

CONSISTING OF THIN,
PARALLEL FINS WITH DEEP GROOVES,

ELIMINATES AIR

ON THE FLAT SURFACES
AND GRADUAL CURVES

BEFORE THE PART IS CURED.

THE IMPRESSION OF
THE TRANSMISSION PROP TUNNEL

IS SEPARATED FROM THE MOLD

USING PLASTIC WEDGES
AND SUBTLE ARM STRENGTH.

IF MORE FORCE IS REQUIRED,

WORKERS USE
A WHITE HEAD RUBBER MALLET

TO TAP THE MOLD.

BUT THE PROCESS
DOESN'T END HERE.

IN A SECURE ROOM, WEARING
PROTECTIVE GLOVES AND A MASK,

THE MACHINIST REMOVES ANY
AND ALL EXCESS FIBROUS MATERIALS

WITH AN ANGLE GRINDER

TO PREPARE THE PART FOR
A PROPER, SMOOTH FINISH.

WITHIN
THE TRANSMISSION PROP TUNNEL

IS THE OPEN PORTION
THAT IS ALLOCATED TO

THE GEARBOX, GEARSHIFTER,
AND PARKING BRAKE COMPONENTS.

USING A SMALL RECIPROCATING SAW
DESIGNED FOR MICROCUTTING,

HE PLUNGES THE HAND TOOL
INTO THE PANEL,

MAKING ACCURATE CUTS
ALONG THE PERIMETER.

TO FOLLOW UP, THE CUT EDGES ARE
SHAPED, SMOOTHED, AND FINISHED.

HE EXERTS PRESSURE
TO THE FIBERGLASS

WITH AN AIR SANDER
AND A BELT SANDER

FOR PRECISION QUALITY
AND ULTIMATE CLEANLINESS.

AT ANOTHER WORKTABLE,
HE TREATS THE PART'S EXTERIOR

WITH A POLISHING COMPOUND

IN ORDER TO CREATE
A COSMETICALLY DYNAMIC FINISH

AND SURFACE SHINE.

ALTOGETHER, THIS PROCESS REMOVES
ANY FLASHLINES CREATED

WHEN THE SHAPING MOLD
AND FINISH COMPONENT SEPARATED.

HE USES
A VARIABLE SPEED POLISHER

EQUIPPED WITH
A WOOL POLISHING BONNET

THAT ROTATES FROM 600 TO 3,000
REVOLUTIONS PER MINUTE.

HE CONDITIONS
THE SURFACE OF THE PART,

GIVING IT A HIGH GLOSS FINISH
AND REFLECTIVE IMPRESSION.

WITH AN IMPACT DRIVER,

THE TECHNICIAN DRILLS
THE COMPONENT,

CREATING THE NECESSARY HOLES
FOR SOON-TO-BE-INSTALLED SCREWS,

BOLTS, AND OTHER FASTENERS.

CONTROL ELEMENTS
IN THE CAR'S COCKPIT,

LIKE THE GEARSHIFTER
AND PARKING BRAKE,

WILL BE LINKED TO
THE TRANSMISSION PROP TUNNEL.

A LEATHER TRIM WILL
ALSO WORK IN TANDEM

WITH THESE SECTIONS.

THE TECHNICIAN APPLIES
A POLYURETHANE ADHESIVE,

WHICH SECURES NUT PLATES TO
THE UNDERSIDE OF THE COMPONENT.

IT ALLOWS THE TRIM SURROUNDING
THE GEAR STICK TO BOLT ON.

THIS ADHESIVE ALSO ALLOWS
FOR A LITTLE FLEXIBILITY,

NEVER CRACKING OVER TIME
DUE TO VIBRATIONS.

BOLTS SECURE THE NUT PLATES
DURING CURING.

INSTRUMENTAL TO THE COCKPIT
AND THE DRIVER'S SATISFACTION

IS THE DASHBOARD,

WHICH SHARES A NUMBER
OF CHARACTERISTICS

WITH THE G40'S RACING SIBLING.

THE OVERALL PANEL,
FUNCTION BUTTONS,

AND OPERATIONS INDICATORS

TRANSLATE PERFECTLY
ONTO THIS ROAD CAR.

Narrator: STUNNING STYLING
AND EXCELLENT PERFORMANCE

ARE IN EVERY GINETTA CAR,

FROM THE ELECTRIC G50
TO THIS 1960s G10

TO THE G60 SUPERCAR,

AND THE G40 IS
AN UNDENIABLE ADDITION.

70 STAFF MEMBERS PRODUCE
300 CARS A YEAR.

WITH EACH VEHICLE TAKING
FOUR WEEKS TO BUILD.

DELIVERED USING
A HYDRAULIC ELEVATING CART,

THE FIRST COMPONENT

IN THIS STEP-BY-STEP
MARRIAGE OF ELEMENTS

IS THE REAR DIFFERENTIAL.

IT'S DESIGNED TO
DRIVE A PAIR OF WHEELS

WHILE ALLOWING THEM TO ROTATE
AT DIFFERENT SPEEDS.

NEXT ARE THE REAR
UPPER SUSPENSION WISHBONES,

WHICH CONTROL THE VERTICAL
MOVEMENT OF THE WHEEL

THROUGHOUT SUSPENSION TRAVEL.

TWO HALF AXLES CONNECT TO
THE GEARBOX AND DIFFERENTIAL

ON EITHER SIDE.

THIS IS A FUEL CELL BLADDER.

IT'S A GASOLINE TANK

ENCASED IN A FABRICATED
ALUMINUM HOUSING CASE

AND SECURED
WITH METALLIC STRAPS.

TRANSMITTING POWER FROM
THE GEARBOX TO THE DIFFERENTIAL

IS THE ONE-PIECE UNIVERSAL JOINT
CALLED A TORQUE TUBE,

OR BETTER KNOWN
AS THE DRIVESHAFT.

MORE WIRING AND TUBING
IS ATTACHED

WITH TWIST TAIL CABLE TIES.

THIS WIRING IS FOR THE POWER
OF THE INTAKE FUEL PUMP

AND A FUEL HOSE THAT FEEDS
TO THE ENGINE'S FUEL RAIL.

AFTER MOST ESSENTIALS
ARE AFFIXED TO THE CHASSIS,

COCKPIT COMPONENTS LIKE THE
FIBERGLASS REAR BULKHEAD TRIM,

WHICH SEPARATES THE CABIN

FROM THE FUEL TANK
AND REAR SUSPENSION UNITS,

GET ADDED.

FOLLOWING THE ADDITION
OF THE REAR UNDERSIDE,

IS THE SIDE CEILING TRIM PANEL,

WHICH SECURELY CLOSES THE CABIN
FROM THE EXTERIOR.

USING
AN AIR HYDRAULIC RIVET GUN,

THE TECHNICIAN SETS
THE MECHANICAL FASTENERS

INTO THEIR PROPER
LOCKING POSITIONS.

AS THE PRODUCTION OF THIS CAR

GETS CLOSER AND CLOSER
TO THE FINISH LINE,

WORKERS DELIVER
THE MAIN FIBERGLASS BODY SHELL

THAT SNAPS EASILY
ONTO THE CHASSIS FRAME.

THE DOORS ARE MOUNTED
WITH CONVENTIONAL HINGES.

NEXT, THE WORKERS USE
AN AIR HOIST

TO DROP IN TWO OF
THE MOST ESSENTIAL ITEMS --

A COMPLETELY
FRAME-FITTING ENGINE

AND THE GEARBOX ASSEMBLY.

IN THIS WORK AREA,

A TECHNICIAN SLIDES
A SHEET OF CORRUGATED ALUMINUM

INTO A MANUAL
GUILLOTINE SHEARER.

USING THE PNEUMATIC FOOT PEDAL,

THIS MACHINE SHEARS THE SHEET
QUICKLY

WITH A HEAVY DESCENDING BLADE.

AFTER CUTTING,
IT'S MOVED FOR BENDING

TO A COUNTERBALANCE BOX
AND PAN FOLDER.

THE SHEET IS CLAMPED INTO PLACE,

AND THE COUNTERWEIGHT GENERATES
THE FORCE TO BEND THE METAL.

CREATED USING THE BOX FOLDER
IS THE HEAT SHIELD,

WHICH SURROUNDS
THE CATALYTIC CONVERTER,

A VEHICLE
EMISSIONS CONTROL DEVICE

THAT REDUCES TOXIC POLLUTANTS
AND EXHAUST GAS.

THE HEAT SHIELD
ALSO PROTECTS THE BULKHEAD,

BODYWORK, AND CABIN

FROM THE HIGH HEAT GENERATED
BY THE CONVERTER.

ONCE THE SHIELD IS INSTALLED,

THE TECHNICIAN CAN
FINALLY INSTALL

THE RADIATOR'S WATER PIPE.

DRESSING THE CAR'S COCKPIT WITH
ROAD AND RACE-WORTHY DYNAMICS

CONTINUES AS THE WORKERS
FIRMLY INSTALL

THE JET BLACK
FIBERGLASS TRANSMISSION

AND PROP SHAFT COVER.

NEXT IS THE ADDITION OF

THE MINIMALISTIC RACING-INSPIRED
DASHBOARD PANEL,

WITH ITS VERY FEW
METALLIC CONTROL BUTTONS

AND OPERATIONS INSTRUMENTATION.

MORE CONTROL IS ADDED

WITH THE STEERING COLUMN
SWITCH CLUSTER,

A GAGE PANEL,

AND THE RACING-INSPIRED
STEERING WHEEL.

UNLIKE MOST SPORTS CARS,
THE FRONT BONNET IS COMPOSED OF

THE BUMPER, HEAD LAMPS,

FENDERS, AND HOOD
AS A WHOLE UNIT.

THIS FRONTAL KIT
SNAPS INTO PLACE

WITH A FLICK OF
THE HOOD LATCHES,

CLAMPS COMMONLY USED
ON RACE CARS.

THE RACING WORLD HAS ALWAYS BEEN
PRIORITY NUMBER ONE

TO THE AUTOMAKER --

EVEN MORE SO TO
THE COMPANY'S CHAIRMAN,

A FORMER RACING CHAMPION.

THE TEAM ALWAYS ROLLS
WITH A TRUCK EQUIPPED

WITH A PORTABLE DYNAMOMETER,

ALLOWING TESTING
FROM HEADQUARTERS.

[ REVS ENGINE ]

THE FACTORY DYNO VERIFIES
THE ENGINE POWER

AND DRIVETRAIN PERFORMANCE
OF NEW CARS SOLD TO CUSTOMERS,

WHILE THE PORTABLE SYSTEM PREPS
TEAM CARS FOR RACE DAY.

IT'S NOT ESSENTIAL
TO BE A MILLIONAIRE

TO GET BEHIND THE WHEEL OF

THIS BRITISH, HANDCRAFTED,
STREET LEGAL RACE CAR.

THE G40 IS DESIGNED
WITH THE BUDGET-CONSCIOUS,

ENTRY LEVEL RACING ENTHUSIAST
IN MIND.

AND WHERE IT REALLY THRIVES
IS AT THE TRACK,

LIKE HERE AT THE WORLD-RENOWNED
SILVERSTONE CIRCUIT.

WITH AN AUTOMOTIVE HERITAGE
FORMED BY FOUR BROTHERS

AND REJUVENATED BY A COMPANY
UNLIKE ANY OTHER,

GINETTA HAS ALWAYS BEEN ABOUT

RACING'S ADRENALINE-PUMPING
DISCIPLINE.

AS A PAVEMENT-HUGGING ROAD CAR
THAT FLOURISHES ON THE TRACK,

YET AFFORDS INEXPENSIVE,
DEPENDABLE, FUN RACING,

THE G40 IS MORE THAN
JUST A FANTASY.

IT'S A DREAM CAR THAT PROVES IT.

[ MAN SPEAKING INDISTINCTLY
OVER P.A. ]