All language subtitles for How.Its.Made.Dream.Cars.S02E07.Lucra.LC470.1080p.DSCP.WEB-DL.AAC2.0.H.264-NTb_track3_[eng]

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.