Original subtitles

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

THE TESLA MODEL S --

A HIGH-PERFORMANCE LUXURY SEDAN WITH ZERO EMISSIONS.

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

CAPTIONS PAID FOR BY DISCOVERY COMMUNICATIONS

LOCATED IN FREMONT, CALIFORNIA,

THE TESLA FACTORY OCCUPIES MORE THAN 5 MILLION SQUARE FEET.

THE FACILITY WAS JOINTLY OWNED BY TOYOTA AND GM

BEFORE TESLA BOUGHT IT.

THE MODEL S RUNS ON ELECTRICITY ALONE.

IT CAN GO ALMOST 300 MILES ON A SINGLE CHARGE.

DRIVERS CAN RECHARGE FOR FREE

AT A NETWORK OF SUPERCHARGING STATIONS.

THESE STATIONS CAN ADD HALF A CHARGE IN JUST 20 MINUTES

AND UP TO 80% CHARGE IN 40 MINUTES.

IN 2006, THE TESLA ROADSTER ROCKED THE AUTOMOTIVE WORLD.

IT WAS THE FIRST ALL-ELECTRIC PRODUCTION CAR

THAT COULD TRAVEL ALMOST 200 MILES ON A SINGLE CHARGE,

COULD GO FROM ZERO TO 60 IN JUST UNDER 4 SECONDS,

WITH A TOP SPEED OF OVER 120 MILES PER HOUR.

THE ROADSTER WAS

A LIMITED-EDITION PROOF-OF-CONCEPT VEHICLE

THAT CLEARED A PATH FOR THE MODEL S.

MOST ELECTRIC VEHICLES ARE JUST MODIFIED CONVENTIONAL CARS.

THE MODEL S IS THE FIRST ELECTRIC SEDAN

BUILT FROM THE GROUND UP.

THE TESLA MODEL S BODY IS 98% ALUMINUM.

A ROBOT TRANSFERS ALUMINUM SHEETS, OR BLANKS,

INTO THE DRAW DIE OF A STAMPING PRESS.

THE UPPER DIE APPLIES MORE THAN 1,400 TONS OF DOWNWARD FORCE,

WHILE THE LOWER SECTION EXERTS ABOUT 130 TONS.

THIS FORCE STRETCHES THE BLANK ALUMINUM SHEET

OVER THE FORM IN THE CENTER OF THE LOWER DIE.

ROBOTS MOVE THE PART FROM STATION TO STATION.

EACH PANEL UNDERGOES A SERIES OF PROCEDURES

BEFORE EMERGING ON THE OTHER SIDE

OF THIS GIGANTIC STRUCTURE.

THE STRUCTURE IS CALLED THE TANDEM-PRESS LINE.

WORKERS INSPECT EACH FINISHED PANEL

TO ENSURE THERE ARE NO FLAWS

AND THAT ALL OPENINGS HAVE BEEN CUT.

THE TANDEM-PRESS LINE IS CAPABLE

OF EXERTING MORE THAN 11,000 TONS OF FORCE

AND CREATES 5,000 PARTS EVERY DAY.

TESLA USES STATE-OF-THE-ART TECHNOLOGY

TO BUILD THE MODEL S's UNDERCARRIAGE.

HERE, A ROBOT BRINGS

THE CAR'S FRONT, CENTER, AND REAR FLOOR PANELS TO THE FRAME.

A TEAM OF ROBOTS USE CMT, OR COLD-METAL-TRANSFER WELDING,

TO JOIN THE PARTS.

WITH THE FLOOR PANELS IN PLACE,

THE UNDERBODY MOVES FORWARD ON THE LINE

AND A PAIR OF ROBOTS INSTALL THE BODY SIDES.

THE BODY SIDES ARE THE COMPLETE SIDES OF THE MODEL S.

THEY FEATURE HIGH-STRENGTH, STEEL-REINFORCED B PILLARS.

NEXT, THE SIDES ARE JOINED AT THE TOP

BY A PAIR OF HEADERS THAT CAN SPAN THE WIDTH.

THESE WILL COMPLETE THE BASIC STRUCTURE OF THE CAR.

TESLA USES SEVERAL METHODS TO JOIN THE CAR'S BODY COMPONENTS,

INCLUDING COLD-METAL-TRANSFER WELDING,

CONVENTIONAL SPOT WELDING,

STRUCTURAL ADHESIVE, AND SELF-PIERCING RIVETS.

A WORKER NOW ATTACHES THE DOOR PANELS.

THEY EACH HAVE TWO HINGES ATTACHED WITH FOUR BOLTS.

LIKE MOST OF THE CAR,

THE LIGHTWEIGHT DOORS ARE MADE OF ALUMINUM.

THE TOTAL WEIGHT OF THE ALUMINUM USED IN THE MODEL S

IS JUST OVER 410 POUNDS.

THE FRONT FENDERS GO ON BEFORE WORKERS INSTALL THE HOOD.

SINCE THERE IS NO ENGINE,

THE FRONT HOOD IS REALLY JUST A COVER FOR THE FRONT TRUNK SPACE.

THE BODY OF THE CAR IS NOW COMPLETELY ASSEMBLED.

IT IS WHAT MANUFACTURERS CALL A BODY IN WHITE.

A TECHNICIAN GIVES THE BODY IN WHITE

A THOROUGH INSPECTION,

CHECKING ALL WELD POINTS AND STRUCTURAL-ADHESIVE JOINTS,

AS WELL AS THE OVERALL FIT AND FINISH.

IN THE PAINT DEPARTMENT,

THE CAR BODY GOES THROUGH A PRETREATMENT PROCESS.

IT'S ESSENTIALLY A BATH FOR THE CAR IN A GIANT DISHWASHER.

ONCE CLEAN, THE BODY RECEIVES

A CORROSION-RESISTANT ELECTROLYTIC COATING,

A PRIMER, A BASE COAT, AND A CLEAR COAT.

WHEN THE SIX-HOUR PROCESS IS COMPLETE,

THREE SEPARATE TEAMS OF INSPECTORS

EXAMINE THE SURFACE TO ENSURE ITS QUALITY.

Narrator: IT MAY NOT LOOK LIKE IT,

BUT THIS MODEL S's POWER TRAIN

HAS ALREADY BEEN INSTALLED IN ITS UNDERCARRIAGE.

THE CAR'S DRIVE UNIT SITS SNUGGLY BETWEEN THE REAR WHEELS.

IT MAY BE SMALL, BUT IT CRANKS OUT OVER 400 HORSEPOWER.

TESLA MOTORS BUILDS MOST OF ITS CAR COMPONENTS IN-HOUSE,

INCLUDING THE AC, OR ALTERNATING CURRENT, MOTOR.

THIS STEP IN THE PRODUCTION PROCESS

IS CALLED THE STATOR WIND LINE.

A MACHINE UN-SPOOLS AND WINDS

OVER A HALF A MILE OF COPPER WIRE FOR EACH MOTOR.

AN ELECTRIC MOTOR CONSISTS OF A STATOR AND A ROTOR.

HERE, A MACHINE BEGINS BUILDING A STATOR

BY PULLING THE COPPER COILS INTO A STRUCTURE CALLED A STACK.

THIS IS A THREE-PHASE MOTOR,

SO THERE ARE THREE SEPARATE COILS OF COPPER.

WHEN IN USE, A CURRENT WILL PULSE THROUGH EACH COIL,

CREATING A TEMPORARY MAGNET.

THE ROTOR WILL TURN

BECAUSE ITS MAGNET FOLLOWS THE STATOR'S MAGNETIC FIELD.

THIS WORKER CAREFULLY LENGTHENS AND STRAIGHTENS

THE ENDS OF EACH BUNDLE OF WIRES.

THIS IS SO HE CAN INSERT THE HYDRAULIC LIFT

NEEDED TO MOVE THE STATOR TO THE NEXT PHASE OF PRODUCTION.

FOR THE MOTOR TO WORK PROPERLY, THE BUNDLES MUST BE INSULATED

SO THE PHASES DON'T TOUCH EACH OTHER.

A TECHNICIAN INSULATES THE COPPER WIRE

BY CAREFULLY ENCASING EACH ONE IN A PROTECTIVE SLEEVE.

WHILE MUCH OF THE PRODUCTION PROCESS AT TESLA

IS COMPLETED BY HIGH-TECH MACHINERY,

THIS STEP IS SO IMPORTANT, IT'S BEST DONE BY HAND.

FOR ALL ITS FUTURISTIC QUALITIES,

THE MODEL S HAS A FEW OLD-SCHOOL ELEMENTS.

THE MOTOR, FOR INSTANCE,

IS A DIRECT DESCENDANT OF THE 100-YEAR-OLD MOTOR

DEVELOPED BY NIKOLA TESLA HIMSELF.

A WORKER SNIPS THE ENDS OF THE COPPER BUNDLES

TO PREPARE THEM FOR THE NEXT STEP.

THESE COMPONENTS ARE CALLED LUGS.

A WORKER SLIDES THEM OVER THE WIRES,

WHERE THEY WILL BE CRIMPED,

FORMING THE ATTACHMENT POINTS FOR THE MOTOR'S THREE PHASES.

YOU MIGHT BE SURPRISED TO SEE A SEWING MACHINE

ON THE PRODUCTION LINE FOR AN ELECTRIC MOTOR,

BUT THAT'S EXACTLY WHAT THIS IS.

TESLA USES THIS HIGHLY SPECIALIZED DEVICE

TO BIND THE COILS SECURELY IN PLACE.

THE MORE TIGHTLY BOUND THE WIRES ARE,

THE MORE EFFICIENTLY THE MOTOR WILL WORK.

THIS BINDING PROCESS ALSO PREPARES THE STATOR

TO BE ENCAPSULATED IN A TWO-PARTY EPOXY,

LOCKING EVERYTHING IN PLACE.

THE TWO-PART EPOXY PROVIDES AN EXTRA LAYER OF INSULATION,

EVENLY DISTRIBUTING THE MOTOR'S HEAT.

THE COMPLETED STATOR

EASILY SLIPS INSIDE A HEATED METAL CASING.

AS THE CASING COOLS, IT CONTRACTS FIRMLY IN PLACE.

NEXT, A TECHNICIAN USES A HOISTING SYSTEM

TO INSERT THE ROTOR INSIDE THE STATOR'S OPENING.

THE COMPLETED AC MOTOR

MOVES DOWN THE PRODUCTION LINE TO ANOTHER STATION,

WHERE A WORKER INSTALLS THE DIFFERENTIAL.

THE THREE LUGS THAT ARE ATTACHED TO THE STATOR'S THREE PHASES

PROTRUDE FROM THE TOP OF THE MOTOR.

NOW THE WORKER ATTACHES OTHER SECTIONS OF THE GEARBOX

IN PLACE.

THANKS TO ITS WELL-DESIGNED MOTOR AND INVERTER,

THE TESLA MODEL S CAN RELY ON A SIMPLE GEARBOX

RATHER THAN A COMPLEX TRANSMISSION.

NOT ONLY IS THE GEARBOX MORE EFFICIENT THAN A TRANSMISSION,

IT'S FAR SMALLER, LEAVING MORE ROOM FOR STORAGE SPACE.

A TECHNICIAN CONDUCTS AN AIR-LEAK TEST

ON THE MOTOR AND GEARBOX BEFORE THE NEXT PHASE.

A WORKER NOW PREPARES

ANOTHER CRUCIAL COMPONENT OF THE DRIVE UNIT --

THE THREE-PHASE TRI-POLE INVERTER.

THE MODEL S MOTOR REQUIRES AN INVERTER

TO CONVERT THE BATTERY'S DIRECT-CURRENT ELECTRICITY

INTO ALTERNATING-CURRENT POWER.

EVERY TESLA MODEL S DRIVE UNIT MUST UNDERGO A DYNO TEST.

IN THIS TEST, TWO COMPONENTS OF THE DYNO MACHINE

PLUG INTO THE DRIVE UNIT.

THE DYNO TOOL THEN TESTS EVERY PARAMETER OF THE DRIVE UNIT

TO ENSURE IT MEETS ALL DESIGN CRITERIA.

THIS TEST TAKES JUST FOUR MINUTES.

EVERY 4 1/2 MINUTES,

A NEW DRIVE UNIT COMES OFF THE PRODUCTION LINE.

FROM HERE, THE DRIVE UNITS HEAD TO THE GENERAL-ASSEMBLY AREA.

Narrator: FROM THE OUTSIDE, THE TESLA MODEL S

RESEMBLES OTHER HIGH-PERFORMANCE LUXURY SEDANS,

BUT THE GENERAL-ASSEMBLY PROCESS REVEALS SOME INTRIGUING FEATURES

THAT MAKE THIS ALL-ELECTRIC VEHICLE

UNLIKE ANY OTHER CAR IN PRODUCTION.

BATTERY-OPERATED CARTS GUIDED BY MAGNETIC STRIPS IN THE FLOOR

CARRY THE CARS THROUGH ASSEMBLY.

TECHNICIANS INSTALL TUBES ON THE UNDERSIDE OF THE CAR

THAT WILL CARRY COOLANT TO THE BATTERY.

THIS WILL PREVENT THE BATTERY CELLS FROM OVERHEATING.

THE TECHNICIANS ALSO INSTALL THE HIGH-VOLTAGE CABLES

THAT POWER THE MOTOR.

THEN A WORKER LOWERS THE CAR WITH A HYDRAULIC LIFT,

PREPARING IT FOR THE NEXT STEP IN PRODUCTION.

A ROBOT INSTALLS THE CAR'S ROOF.

CUSTOMERS CAN CHOOSE A PANORAMIC ROOF

FOR THEIR MODEL S.

THIS ALL-GLASS TOP

IS CONSTRUCTED OF LIGHTWEIGHT SAFETY GLASS

THAT BLOCKS 80% OF THE SUN'S HEAT

AND 100% OF U.V. RAYS.

A TECHNICIAN BEGINS BUILDING THE FRAME FOR THE INSTRUMENT PANEL.

THE FRAME IS ONE OF THE FEW COMPONENTS MADE OF STEEL

IN THIS ALUMINUM-BODIED CAR.

THE INSTRUMENT PANEL NEEDS TO BE STEEL

BECAUSE IT IS THE MAIN INTERFACE BETWEEN CAR AND PASSENGER.

THE PANEL REQUIRES A MORE DEPENDABLE STRUCTURAL INTEGRITY

THAN ALUMINUM PROVIDES.

IT HOLDS EVERYTHING FROM THE RADIO TUNER AND AMPLIFIER

TO THE AIRBAGS AND TOUCH-SCREEN CONTROLS.

THIS TOUCH SCREEN IS CENTRAL

TO THE MODEL S's DRIVING EXPERIENCE.

IT'S LIKE AN ONBOARD TABLET COMPUTER THAT ALLOWS THE DRIVER

TO CONTROL ALL ASPECTS OF THE CAR'S PERFORMANCE.

USING THE TOUCH SCREEN,

YOU CAN ACCESS THE REARVIEW CAMERA,

RAISE AND LOWER THE CAR, OPEN AND CLOSE THE ROOF,

ADJUST THE BRAKES, CHOOSE THE CAR'S PERFORMANCE MODE,

MONITOR ENERGY CONSUMPTION, AND FINE-TUNE THE SOUND SYSTEM.

MAPS, MUSIC, AND THE INTERNET

CAN ALSO BE ACCESSED ALL WITH A SINGLE DEVICE.

THE TOUCH SCREEN IS ALWAYS UP-TO-DATE,

AUTOMATICALLY DOWNLOADING THE LATEST BROWSERS

WHEN ONE BECOMES AVAILABLE.

IN THE GENERAL-ASSEMBLY AREA, A TECHNICIAN INSTALLS

THE INSTRUMENT-CLUSTER SCREEN AND TOUCH SCREEN

IN THE INSTRUMENT PANEL.

IT IS UPHOLSTERED WITH A SYNTHETIC LEATHER.

NEXT, THEY ADD AIR VENTS AND OTHER COMPONENTS.

THE INSTRUMENT CLUSTER ABOVE THE STEERING WHEEL

WILL SHOW SPEED AND POWER USE.

THE DRIVER CAN ALSO CHOOSE

TO MONITOR OTHER FUNCTIONS ON THE DISPLAY,

INCLUDING ENERGY USE, SOUND SYSTEM, AND PHONE INFO.

WORKERS USE A HYDRAULIC-HOIST SYSTEM

TO INSTALL THE COMPLETED INSTRUMENT PANEL.

THE HOIST HELPS PREVENT WORKER INJURIES

AND MINIMIZES THE CHANCES OF ANY DAMAGE

BEING DONE TO THE PANEL DURING ASSEMBLY.

TECHNICIANS INSTALL

THE 12-WAY POWER-ADJUSTABLE, HEATED FRONT SEATS.

DRIVERS CAN ACCESS MANY OF THE TOUCH-SCREEN FUNCTIONS

DIRECTLY FROM THE STEERING WHEEL.

A WORKER RAISES THE MODEL S's DRIVE UNIT

UP UNDER THE CAR AND SECURES IT IN PLACE.

THE DRIVE UNIT FITS INTO THE REAR-AXLE ASSEMBLY.

IT PROVIDES POWER DIRECTLY TO THE WHEELS,

SO THERE'S NO NEED FOR THE USUAL DRIVESHAFT.

FINALLY, IT'S TIME TO INSTALL

ONE OF THE CAR'S MOST UNIQUE FEATURES -- THE BATTERY.

SINCE TESLA DESIGNED THE MODEL S FROM THE GROUND UP,

THEY WERE ABLE TO TURN THE CHALLENGE OF BATTERY STORAGE

INTO AN ASSET.

THE LITHIUM-ION BATTERY WEIGHS ALMOST 1,200 POUNDS,

RUNNING THE LENGTH AND WIDTH OF THE CAR.

THE BATTERY ADDS STRENGTH AND RIGIDITY TO THE CAR

AND LOWERS ITS CENTER OF GRAVITY.

THIS IMPROVES THE MODEL S TRACTION AND HANDLING,

AS WELL AS ITS SAFETY RATING.

TECHNICIANS MOUNT THE 19-INCH FORGED-ALUMINUM WHEELS.

IN CONVENTIONAL CARS, THE INTERNAL COMBUSTION ENGINE

PROVIDES THE POWER TO TURN THE WHEELS.

BUT MOST OF THAT POWER IS LOST TO HEAT, FRICTION,

AND TIRE-ROLLING RESISTANCE,

LEAVING A DRIVE EFFICIENCY OF 35% AT BEST.

THANKS TO ITS INCREDIBLE EFFICIENT DRIVE UNIT

AND SLEEK, AERODYNAMIC DESIGN,

THE TESLA MODEL S HAS A DRIVE EFFICIENCY OF NEARLY 90%.

Narrator: WHEN A TESLA MODEL S IS COMPLETE,

IT ROLLS OFF THE ASSEMBLY LINE AND ONTO BAMBOO FLOORING --

A FITTINGLY ECO-CONSCIOUS FLOOR MATERIAL --

TO SHOWCASE THIS HIGHLY-EFFICIENT,

ZERO-EMISSIONS CAR.

THE TESLA MODEL S IS FULLY ASSEMBLED,

AND TECHNICIANS HAVE INSTALLED ALL OF THE CAR'S FIRMWARE.

IT'S NEARLY READY TO DRIVE.

THE MODEL S MAY LOOK LIKE OTHER LUXURY SEDANS ON THE OUTSIDE,

BUT THERE ARE CERTAIN DETAILS

THAT REVEAL JUST HOW DIFFERENT THIS ELECTRIC CAR REALLY IS.

SINCE THERE'S NO HOT ENGINE TO COOL DOWN,

THE MODEL S HAS WHAT MANUFACTURERS CALL A NOSE CONE

INSTEAD OF A TRADITIONAL FRONT GRILLE.

ALSO, THERE'S NO TAILPIPE OR GAS CAP.

TECHNICIANS NOW BEGIN TO GIVE THE MODEL S

A COMPLETE INSPECTION INSIDE AND OUT.

THEY TEST EVERY ASPECT OF THE CAR'S FUNCTIONALITY

AND THOROUGHLY EXAMINE THE FIT AND FINISH.

ONCE IT PASSES INSPECTION,

A DRIVER TAKES THE CAR FOR ITS FIRST DRIVE.

TESLA BUILDS ALL OF ITS MODEL S CARS TO ORDER.

THIS PARTICULAR CAR IS DESTINED FOR AN OVERSEAS CUSTOMER,

SO THE STEERING WHEEL IS ON THE RIGHT-HAND SIDE.

AT THIS NEXT STATION, A WORKER PERFORMS A ROLL TEST.

DURING THIS FIVE-MINUTE TEST,

THE TECHNICIAN BRINGS THE CAR UP TO SPEED,

CHECKS THE BRAKES, AND SETS THE ALIGNMENT.

MOST CARS WOULD ALSO GET AN EMISSIONS TEST.

BUT SINCE THE TESLA MODEL S DOESN'T HAVE ANY EMISSIONS,

THERE'S NO NEED TO CONDUCT THIS TEST.

NEXT, THE CAR UNDERGOES A WATER TEST.

AS HIGH-PRESSURE WATER DRENCHES THE CAR,

THE INSPECTOR EXAMINES THE INTERIOR

FOR ANY SIGNS OF LEAKAGE.

THE CAR'S LOW CENTER OF GRAVITY

HELPS IT MAINTAIN TRACTION IN WET WEATHER.

THE ELECTRIC DRIVETRAIN HAS LOW INERTIA,

ALLOWING IT TO ADJUST QUICKLY TO CHANGING ROAD CONDITIONS.

IN COLD WEATHER, DRIVERS CAN USE AN APP

TO PREHEAT THE CAR BEFORE STEPPING IN.

FINALLY, THE MODEL S IS LET LOOSE ON THE TESLA TEST TRACK.

TO ENSURE THE CAR MEETS ITS DESIGN PARAMETERS,

THE DRIVER GIVES IT A THOROUGH ROAD TEST.

HERE, IT CAN FLEX ITS ELECTRIC MUSCLES.

DESPITE THE COMPACT SIZE OF THE CAR'S DRIVE UNIT,

IT CAN ACCELERATE FROM ZERO TO 60

IN JUST 5.2 SECONDS,

WITH A TOP SPEED OF 120 MILES PER HOUR.

FOR A SEDAN, THE MODEL S HAS A REMARKABLE AMOUNT OF SPACE.

WITH THE SEATS FOLDED FLAT,

IT HAS OVER 63 CUBIC FEET OF TOTAL STORAGE SPACE.

USING THE TOUCH SCREEN,

THE DRIVER CAN CUSTOMIZE THE CAR'S PERFORMANCE,

RIGHT DOWN TO ITS RIDE HEIGHT AND STEERING MODE.

ONBOARD MAPS SHOW THE CLOSEST SUPERCHARGING STATIONS,

AND THE CAR KEEPS CLOSE TRACK OF ITS ENERGY USAGE.

WITH A DRAG COEFFICIENT OF .24,

THE MODEL S IS ONE OF THE MOST AERODYNAMIC PRODUCTION CARS

IN EXISTENCE.

THIS CONTRIBUTES TO THE CAR'S ABILITY

TO TRAVEL ALMOST 300 MILES ON A SINGLE CHARGE.

TESLA IS LEADING THE WAY TOWARDS AN EMISSIONS-FREE FUTURE

WITH THIS TRULY ELECTRIFYING CAR.