Original subtitles

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

THE LUCRA LC470, A LIGHTWEIGHT SUPER CAR

WITH HEAVYWEIGHT POWER.

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

CAPTIONS PAID FOR BY DISCOVERY COMMUNICATIONS

Narrator: BELIEVE IT OR NOT, EVEN THOUGH THE LUCRA LC470

HOUSES A POWERFUL V8 ENGINE,

THANKS TO CAREFUL DESIGN CHOICES,

IT WEIGHS LESS THAN 2,000 POUNDS.

ONE OF THOSE DESIGN CHOICES WAS THE DECISION TO MAKE

THE ENTIRE BODY OUT OF CARBON FIBER,

WHICH ONLY WEIGHS ABOUT 200 POUNDS.

THE COMPONENTS OF THE LC470 ARE ALSO MADE OF

AVIATION GRADE MATERIAL,

RIGHT DOWN TO THE WIRES AND BOLTS.

THIS RESULTS AT AN EXCEPTIONAL COMBINATION OF LIGHTNESS,

STRENGTH, AND DURABILITY.

LUCRA CARS WAS FOUNDED BY CAR ENTHUSIAST LUKE RICHARDS

IN 2006.

HIS GOAL WAS TO BUILD THE PERFECT SPORTS CAR.

IN ESSENCE, HE WANTED TO FIND A WAY TO COMBINE

THE AGILITY OF EUROPEAN SPORTS CARS

WITH THE MUSCLE OF AMERICAN V8s.

WHEN A CUSTOMER BUYS A LUCRA,

RICHARD TAKES THEM TO A RACE TRACK

TO INTRODUCE THE DRIVER TO THE CAR.

Narrator: A CLEVER STRUCTURAL DESIGN

ALLOWED RICHARDS AND HIS TEAM TO PLACE THE ENGINE

NEAR THE CENTER OF THE CAR.

THIS ACHIEVED A WEIGHT BALANCE OF 53% REAR AND 47% FRONT

FOR AN IDEAL COMBINATION OF TRACTION AND HANDLING.

THE CHASSIS DESIGN IS THE KEY

TO THIS OPTIMAL WEIGHT DISTRIBUTION.

KNOWN AS A PERIMETER CHASSIS,

INSTEAD OF RUNNING UNDER THE ENGINE

AND THE PASSENGERS, IT WRAPS AROUND THEM.

THIS MEANS THE DESIGNERS COULD POSITION THE ENGINE BLOCK

AND THE SEATS WHEREVER THEY WANTED

TO BEST ACCOMMODATE THE DYNAMICS OF THE CAR.

THE CHASSIS IS CONSTRUCTED OF D.O.M. STEEL TUBING.

LUCRA USES C.N.C. MACHINES TO PRECISION CUT

AND BEND THE TUBING BEFORE CLAMPING IT IN A JIG.

SINCE THE CHASSIS IS THE FOUNDATION OF THE CAR,

IT MUST BE ABSOLUTELY FLAWLESS.

EVEN THE JIG WAS DIGITALLY DESIGNED AND CUT

TO PREVENT MANUFACTURING ERRORS.

THE WELDING PROCESS CAN WARP A STRUCTURE OUT OF SHAPE

UNLESS IT'S SECURED.

THE JIG KEEPS EVERY COMPONENT RIGIDLY IN PLACE

AS THE WELDER WORKS.

REMARKABLY, LUCRA BUILDS THE MAIN BODY OF THE CAR

IN ONE SHOT.

THEY PLACE A 3-LAYER LAMINATE OF CARBON FIBER

INSIDE A ONE-PIECE MOLD AND LET IT CURE.

WHEN REMOVED FROM THE MOLD,

THE RESULT IS AN EXTRAORDINARILY STRONG RIGID STRUCTURE

THAT COULD ALMOST FUNCTION AS A MONOCOQUE CHASSIS ON ITS OWN.

A TECHNICIAN PREPARES TO CREATE APERTURES

FOR THE DASHBOARD COMPONENTS

BY ATTACHING A LASER CUT ALUMINUM TEMPLATE.

HE THEN USES IT AS A GUIDE TO CAREFULLY DRILL OUT

ALL THE NECESSARY HOLES AND GUIDE POINTS.

NEXT, HE SCRIBES THE PERIMETER OF ALL THE OPENINGS

WITH A SHARP POINT.

THE FINISHED DASHBOARD WILL FEATURE MINIMAL COMPONENTS.

THE LC470 HAS NONE OF

THOSE DISTRACTING 21st CENTURY ACCESSORIES

LIKE G.P.S. NAVIGATION, BLUETOOTH CONNECTIVITY,

OR U.S.B. PORTS.

THE WORKER NOW UNSCREWS THE ATTACHMENT POINTS

AND REMOVES THE TEMPLATE,

REVEALING THE SCRIBE TRANSFER OF THE DASHBOARD DESIGN.

IT'S READY FOR THE FINAL STEP.

THE CENTER HOLES THAT HE DRILLED EARLIER

PROVIDE A GUIDE FOR THE TECHNICIAN'S HOLE SAW.

THE CARBON FIBER IS EXTREMELY HARD,

SO HE MUST EXERT CONSIDERABLE FORCE TO CUT EACH HOLE.

AT THE SAME TIME, HE MUST BE EXTREMELY CAREFUL.

SINCE THE DASHBOARD IS PART OF THE ONE-PIECE BODY,

HE'S ONLY GOT ONE SHOT AT DOING IT RIGHT.

NEXT, THE BODY MEETS THE CHASSIS.

RATHER THAN A FEW ATTACHMENT POINTS,

EVERY PART OF THE CHASSIS PERIMETER BONDS DIRECTLY

TO THE CAR'S BODY.

LUCRA STARTS BY RIVETING THE CARBON FIBER TO THE STEEL,

THEN WRAPS EVERY JOINT IN MORE CARBON FIBER

TO COMPLETELY FUSE THE BODY TO THE CHASSIS.

Narrator: TO MAKE THE COMPLEX EXHAUST SYSTEM,

LUCRA WORKS WITH A COMPANY THAT SPECIALIZES

IN DOING JUST THAT --

MagnaFlow OF OCEANSIDE, CALIFORNIA.

THE EXHAUST IS KEY TO THE CAR'S PERFORMANCE,

SO IT HAS TO BE DONE RIGHT.

HERE, THEY USE PRECISION EQUIPMENT DIGITALLY PROGRAMMED

TO MAKE PERFECT BENDS IN THE TUBING.

MagnaFlow USES STAINLESS STEEL TUBING

TO MAKE THE LUCRA LC470 EXHAUST HEADER.

THIS IS BECAUSE STAINLESS STEEL IS RUSTPROOF,

EASY TO KEEP CLEAN, AND CAPABLE OF ENDURING

THE SUPER HOT TEMPERATURES OF THE EXHAUST GASES.

SPECIALIZED GAUGES TEST EVERY PARAMETER

OF EACH SECTION OF TUBING TO ENSURE IT'S FLAWLESS.

FOR THE LC470, MagnaFlow BUILDS A COMPONENT

KNOWN AS AN EXHAUST HEADER RATHER THAN A MANIFOLD.

A HEADER IS DESIGNED TO MAKE THE EXHAUST GASES FLOW

AT A SPEED THAT HELPS OPTIMIZE THE OUTPUT OF THE ENGINE.

IN A SENSE, THE EXHAUST HEADER HELPS THE ENGINE BREATHE

MORE EFFICIENTLY.

A LASER CUTTING MACHINE QUICKLY ETCHES OUT

THE FLANGES FOR THE HEADER.

THE HOLES IN THE FLANGES MUST PRECISELY MATCH

THE DIAMETER OF THE TUBES.

IN FACT, THE DIAMETER OF THE HEADER PIPE

IS A KEY TO ITS PERFORMANCE.

THE DESIGNERS MATCH THE DIAMETER TO THE ENGINE'S CAPACITY.

THE OPTIMAL DIAMETER,

TOGETHER WITH THE SMOOTH BENDS IN THE PIPES,

HELP MAXIMIZE AIRFLOW.

BUT PERHAPS EVEN MORE IMPORTANT TO THE AIRFLOW

IS THE FACT THAT WITH THE HEADER,

EACH CYLINDER HAS ITS OWN PIPE.

A SKILLED WELDER CLAMPS THE PIPES INTO A CUSTOM JIG

AND GOES TO WORK.

THIS STYLE OF HEADER IS KNOWN AS AN EQUAL LENGTH HEADER.

THAT MEANS THAT EACH OF THE PIPES

IS EXACTLY THE SAME LENGTH.

THIS FEATURE ENSURES THAT ALL THE CYLINDERS

WORK WITH EQUAL EFFICIENCY.

MAKING SURE THAT ALL THOSE PIPES HAVE EXACTLY THE SAME LENGTH,

AND SIMULTANEOUSLY FIT AROUND EACH OTHER IN A TIGHT SPACE,

IS NO EASY FEAT.

OF COURSE, THE HEADER IS JUST ONE COMPONENT

OF THE EXHAUST SYSTEM.

IN THIS SECTION OF THEIR FACILITY,

MagnaFlow CONSTRUCTS MUFFLERS FROM GIANT ROLLS

OF STAINLESS STEEL SHEETING.

A MASSIVE PRESS PRESTAMPS THE STEEL

WITH THE MagnaFlow COMPANY LOGO AT REGULAR INTERVALS.

THIS CONTINUOUS SHEET WILL BE USED TO FORM

THE VISIBLE ELEMENT OF THE MUFFLERS.

NEXT, A POWERFUL CUTTING MACHINE EASILY CHOPS THE SHEET

TO THE REQUIRED SIZE.

A CAREFULLY CALIBRATED ROLLING DEVICE FORMS THE SHEETS

TO EXACTLY THE RIGHT CURVE DIAMETER TWO AT A TIME.

MagnaFlow WILL USE THESE NEWLY FORMED CYLINDERS

TO MAKE THE OUTER LAYER OF THE MUFFLERS.

AS THE CYLINDERS LEAVE THE ROLLING MACHINE,

A WELDING HEAD TRAVELS ALONG THE TRACK UNDERNEATH THEM

TO FUSE THEM SHUT WITH THE WELDED SEAM.

A CONVEYOR SYSTEM THEN ARRIVES TO WHISK THEM AWAY

TO THE NEXT STAGE OF PRODUCTION.

AT THE CORE OF THE MUFFLER IS A PERFORATED LENGTH

OF STAINLESS STEEL PIPE.

A WORKER PLACES ONE IN A SPINNING DEVICE

THAT TURNS THE CORE ON ITS AXIS.

THIS ALLOWS THE WORKER TO QUICKLY AND EASILY

WRAP THE LENGTH IN STAINLESS STEEL MESH.

AT THE NEXT STATION,

A WORKER SURROUNDS THE WRAPPED CORE IN A LAYER OF MINERAL WOOL.

BOTH THE MINERAL WOOL AND THE STEEL MESH

CAN WITHSTAND HIGH MUFFLER TEMPERATURES.

A COMPRESSION DEVICE SQUEEZES THE WOOL AROUND THE CORE,

AND THEN INSERTS THE ASSEMBLY INSIDE THE EXTERIOR CYLINDER.

A WORKER THEN SLIDES THE HEAVY GAUGE STAINLESS STEEL END CAPS

OVER THE SECTIONS OF THE CORE

THAT EXTEND BEYOND THE OUTER CYLINDER.

HE USES A METAL WORKING HAMMER TO TAP THEM GENTLY INTO PLACE.

HE THEN REMOVES THE PROTECTIVE FILM OF PLASTIC

TO PREPARE THE NEWLY FORMED MUFFLER

FOR THE FINAL WELDING PROCESS.

A ROBOT TRANSFERS THE MUFFLER TO THE FINAL WELDING STATION.

TO DAMPEN SOUND, CONVENTIONAL MUFFLERS

USE A HIGHLY EFFICIENT TECHNIQUE CALLED REFLECTION,

WHICH ROUTES THE EXHAUST THROUGH A SYSTEM OF BAFFLES.

BUT REFLECTION ALSO SLOWS DOWN THE ESCAPING GASES

CAUSING SOMETHING KNOWN AS BACK PRESSURE,

WHICH DIMINISHES ENGINE PERFORMANCE.

SO FOR A SUPER CAR LIKE THE LUCRA LC470,

MagnaFlow USES A DIFFERENT TECHNIQUE CALLED ABSORPTION.

THE SOUND PENETRATES THROUGH THE PERFORATED STEEL CORE

AND IS PARTIALLY ABSORBED BY THE STEEL MESH

AND MINERAL WOOL.

WHILE THE EXHAUST NODE TENDS TO BE LOUDER,

THERE'S LITTLE BACK PRESSURE TO DIMINISH ENGINE PERFORMANCE.

Narrator: IN 21st CENTURY CARS,

THE WIRING IS AS IMPORTANT AS THE POWER TRAIN.

RECOGNIZING THIS, THE DESIGNERS OF THE LUCRA LC470

CHOSE TO USE MILITARY SPECIFICATION

AVIATION GRADE MATERIAL.

AIRPLANES HAVE TO WITHSTAND THE TOUGHEST CONDITIONS.

NOT ONLY DO THEIR COMPONENTS NEED TO BE ABLE TO ENDURE

THE HOT TARMAC OF RUNWAYS,

SHORTLY AFTER TAKEOFF,

THEY CAN ENCOUNTER FRIGID TEMPERATURES IN THE JET STREAM.

RAPID TEMPERATURE FLUCTUATIONS AND CONSTANT VIBRATION

ARE ENORMOUS CHALLENGES FOR ANY MATERIAL.

MILITARY SPECIFICATION

OR MIL-SPEC AVIATION GRADE WIRING,

IS DESIGNED TO FUNCTION EFFICIENTLY IN ANY ENVIRONMENT.

THE WIRES ARE INDIVIDUALLY CODED WITH A FLUORINE-BASED PLASTIC

CALLED ETHYLENE TETRAFLUOROETHYLENE,

OR E.T.F.E.

E.T.F.E. IS INCREDIBLY CORROSION RESISTANT.

TESTS SIMULATING ACCELERATED EXPOSURE TO WEATHER

HAVE SHOWN ALMOST NO SIGNS OF DETERIORATION AFTER 30 YEARS.

NOT ONLY THAT, COATING THE INDIVIDUAL WIRES

WITH E.T.F.E. HELPS PREVENT OTHER PROBLEMS.

WHEN WIRES ARE BUNDLED TOGETHER,

THEIR SIGNALS CAN INTERFERE WITH EACH OTHER.

THE E.T.F.E. COATING EFFECTIVELY INSULATES THE WIRES

FROM EACH OTHER ELIMINATING THIS PROBLEM.

AND THERE'S YET ANOTHER IMPORTANT BENEFIT

TO USING AVIATION GRADE WIRING --

IT'S LIGHTWEIGHT.

THE WIRES IN A PASSENGER JET, FOR INSTANCE,

CAN WEIGH MANY TONS,

SO IT'S IMPORTANT TO MAKE THEM AS LIGHT AS POSSIBLE.

EVEN THE CONNECTORS USED IN THE LUCRA LC470

ARE MIL-SPEC AVIATION GRADE,

SPECIALLY DESIGNED TO HANDLE CONSTANT VIBRATION

AND EXPOSURE TO CORROSIVES.

THE PLUGS HAVE BEEN GIVEN A COATING OF GOLD

DUE TO THE METAL'S CORROSION RESISTANT PROPERTIES.

ONCE COMPLETED,

THE TECHNICIAN LAYS OUT EACH SET OF WIRES

ON A WIRING DESIGN.

DRAWN UP BY ELECTRICAL ENGINEERS,

THE DESIGN PROVIDES A PRECISE GUIDE TO THE LUCRA SYSTEM.

THE TECHNICIAN USES A HEAT GUN TO INSTALL A PROTECTIVE SLEEVE

AROUND EACH BUNDLE OF WIRES.

THE HEAT GUN, BLOWING HOT AIR AT A MINIMUM TEMPERATURE

OF 212 DEGREES FAHRENHEIT, SHRINKS THE TUBING IN PLACE.

THIS TUBING PROTECTS THE WIRES FROM ABRASION AND CORROSION.

IT'S ESPECIALLY DESIGNED TO ONLY SHRINK ONE WAY

ALONG ITS DIAMETER.

IN OTHER WORDS, IT WON'T GET SHORTER

WHEN EXPOSED TO HEAT -- JUST TIGHTER.

THE FULLY ASSEMBLED WIRING IS CALLED A WIRING HARNESS.

IT'S NOW TIME TO MOVE ON TO THE NEXT STAGE OF PRODUCTION.

LUCRA CONDUCTS RIGOROUS TESTS OF EVERY WIRING HARNESS

THAT GOES INTO ONE OF ITS CARS.

TECHNICIANS USE A COMPUTER TO RUN THE TEST,

CHECKING TO MAKE SURE

ALL THE WIRES ARE CONDUCTING PROPERLY.

THEY ALSO DO LOAD TESTING, CHECK FOR CONTINUITY,

AN ENSURE THAT THE WIRES AREN'T INTERFERING WITH EACH OTHER.

THE TECHNICIAN EVALUATES THE SYSTEMS THAT MONITOR

THE CAR'S FLUID LEVELS AND THE CONTROLS FOR THE LIGHTS.

IN ADDITION TO THESE TYPICAL FUNCTIONS,

THE WIRING HARNESS ALSO CONTROLS THE POWER-OPERATED TRUNK LID

AND DOORS,

THE PRE AND POST CATALYTIC CONVERTER LAMBDA SENSORS,

AND THE DRIVE-BY WIRE THROTTLE.

THE HARNESS IS SO CAREFULLY DESIGNED,

IT ONLY TAKES TWO HOURS TO HOOK EVERYTHING UP.

Narrator: THE LUCRA LC470 BARES A CLOSE RESEMBLANCE

TO A LEGENDARY 1950s RACE CAR KNOWN AS THE LISTER JAGUAR.

BUT UNDER THAT SLEEK, OLD SCHOOL BODY,

IS A STATE-OF-THE-ART 21st CENTURY SUPER CAR.

DUE TO THE LC470'S UNUSUALLY LIGHT CURB WEIGHT,

THE DESIGNERS PAID SPECIAL ATTENTION TO THE SUSPENSION.

THE LIGHTER THE CAR,

THE MORE IT'S AFFECTED BY ITS WHEEL WEIGHT.

THIS TECHNICIAN INVERTS THE FORGED ALUMINUM SUSPENSION

WHEN ATTACHING IT IN ORDER TO KEEP THE COMPONENTS

WEIGHT-ORIENTED TO THE CHASSIS RATHER THAN THE WHEEL.

THAT WAY, WHEN THE WHEEL GOES OVER A BUMP,

IT DOESN'T DESTABILIZE THE CAR.

NEXT, THE TECHNICIAN ATTACHES THE HIGH-PERFORMANCE

WILWOOD BRAKES WHICH HAVE SIX PISTON CALIPERS.

THE FLORESCENT GREEN OBJECT TO THE LEFT OF THE BRAKE

IS PART OF A HIGH-TECH ANTI-ROLL BAR

THAT STRETCHES THROUGH TO THE OTHER SIDE OF THE CAR.

THE WORKERS NOW INSTALL

A TREMEC TKO 600 RR 5-SPEED TRANSMISSION

AND BOLT IT IN PLACE ON THE ENGINE.

LUCRA IS SO COMMITTED TO KEEPING THE CAR'S WEIGHT DOWN,

THAT IT EVEN SOURCES THE 12-SIDED BOLTS THEY USE

FOR ASSEMBLY FROM THE AEROSPACE INDUSTRY.

CUSTOMERS CAN CHOOSE FROM ONE OF THREE ENGINE OPTIONS --

THE MERCEDES AMG 6.3 V8,

THE 6.3-LITER GM LS3,

OR THE 7-LITER GM LS7,

THE LEGENDARY ENGINE IN THE CORVETTE ZO7.

A TECHNICIAN THREADS THE STEERING SHAFT

THROUGH THE DASHBOARD AS A SECOND TECHNICIAN

ATTACHES IT TO THE PINION.

THE STEERING SHAFT IS A TELESCOPING ROD

THAT COLLAPSES ON IMPACT, PREVENTING INJURY TO THE DRIVER.

S.F.I. RATED FOR RACING,

THIS COMPONENT IS USED IN NASCAR EVENTS.

THE CUSTOM BUILT HEADER FROM MagnaFlow

NOW GOES ON THE ENGINE.

THANKS TO CAREFUL DESIGN,

THE PIPES CURVE UP AND OVER THE STEERING SHAFT.

BEFORE THE EXHAUST GASES REACH THE MUFFLER,

CATALYTIC CONVERTERS HELP LOWER TOXIC EMISSIONS

BY CATALYZING A REACTION CALLED REDOX.

HERE, A WORKER ATTACHES

THE MagnaFlow CATALYTIC CONVERTER TO THE HEADER.

A TECHNICIAN NOW PLUGS IN ALL THE WIRING IN THE ENGINE,

INCLUDING AN OXYGEN SENSOR.

THIS SENSOR MEASURES THE EXHAUST GASES

FOR OXYGEN LEVEL

AND HELPS THE ENGINE TUNE ITSELF FOR OPTIMAL PERFORMANCE.

TWO WORKERS INSTALL THE REAR DIFFUSER.

THIS IS AN IMPORTANT PART OF THE CAR'S AERODYNAMICS.

AS THE CAR DRIVES, IT SPLITS THE AIR.

THE DIFFUSER HELPS REUNITE THE AIR MOVING UNDER THE CAR

WITH THE AIR MOVING OVER IT.

THE FRONT DIFFUSER ALSO HOUSES THE CAR'S OIL CORES,

MAKING EFFICIENT USE OF THE AIRFLOW AROUND THE CAR.

IT ALSO DRAWS AIR OVER THE BRAKES

TO HELP KEEP THEM COOL.

BUT THE CHIEF GOAL OF THE DIFFUSER SYSTEM

IS TO SLOW AND PRESSURIZE THE AIRFLOW

BEFORE RELEASING IT BACK INTO THE CAR'S SLIPSTREAM,

LEAVING AS LITTLE DISTURBED AIR IN ITS WAKE AS POSSIBLE.

A WORKER INSTALLS THE SEATS.

HE CAN DO IT EASILY BY HIMSELF BECAUSE THESE ARE

LIGHTWEIGHT ALUMINUM RACING SEATS.

THESE STRONG, FORM-FITTING SEATS ARE MADE IN CANADA.

IN FACT, NEARLY EVERY COMPONENT OF THE LUCRA LC470,

IS MADE IN NORTH AMERICA.

A TEAM OF TECHNICIANS NOW BLEEDS ANY RESIDUAL AIR BUBBLES

OUT OF THE BRAKE LINES.

THIS IS NECESSARY WITH A HYDRAULIC BRAKE SYSTEM

BECAUSE WHILE BRAKE FLUID CANNOT BE COMPRESSED,

AIR CAN BE.

THAT MEANS THAT THE PRESENCE OF AIR BUBBLES CAN REDUCE

THE RESPONSIVENESS OF THE BRAKES.

ONE PERSON PUMPS THE BRAKE PEDAL

AND THEN HOLDS IT TO MAINTAIN PRESSURE,

WHILE THE OTHERS RELEASE ANY BUBBLES THAT SHOW UP.

THE CAR IS NEARLY COMPLETE.

THE WORKERS DOUBLE-CHECK ALL THE PLUGS AND ATTACHMENTS.

LUCRA'S COMMITMENT TO WEIGHT BALANCE IS PROFOUND.

THEY EVEN MOUNTED THE BATTERY IN THE TRUNK

ON THE PASSENGER'S SIDE TO BALANCE THE WEIGHT

OF THE PERSON BEHIND THE STEERING WHEEL.

THE WHEEL ARE ONE-PIECE ALUMINUM MONOBLOCK,

FORGED UNDER PRESSURE TO CREATE A DENSE, HARD,

LIGHT COMPONENT THAT REDUCES THE CAR'S UNSPRUNG WEIGHT.

FINALLY, IT'S TIME TO TEST OUT

THE NEWLY CREATED CAR'S DYNAMICS.

HAVING PARKED THE REAR WHEELS ON A PAIR OF ROLLERS

AND HOOKED THE CAR'S SENSORS UP TO A COMPUTER,

A DRIVER PUTS IT THROUGH ITS PACES.

AS HE REVS THE ENGINE TO FULL SPEED,

THE COMPUTER RUNS DOZENS OF TESTS

ENSURING THE CAR IS LEAK-FREE, PERFECTLY TUNED,

AND MEETS ALL DESIGN PARAMETERS.

BUILDING A RACE CAR IS CHALLENGING.

IN SOME WAYS, BUILDING A GARDEN VARIETY STREET CAR

IS EVEN MORE DIFFICULT.

BUT FUSING A RACE CAR WITH A STREET CAR

MAY BE THE HARDEST OF ALL.

FOR ONE THING, RACE CARS DON'T NEED FUNCTIONING DOORS.

FOR ANOTHER, STREET CARS DON'T NEED TO BE ABLE TO ACCELERATE

FROM 0 TO 60 MILES PER HOUR IN UNDER 4 SECONDS.

SUPER CARS DO.

[ ENGINE REVS ]

Narrator: SINCE THE BRAWNY V8 ENGINE HAS ONLY 2,000 POUNDS

OF CAR TO MOVE,

THE LUCRA LC470 CAN EXPLODE FROM 0 TO 60 MILES PER HOUR

IN JUST THREE SECONDS.

WITH A TOP SPEED OF OVER 200 MILES PER HOUR,

IT'S A LIGHTWEIGHT DREAM CAR WITH A HEAVYWEIGHT PUNCH.