All language subtitles for How.Its.Made.Dream.Cars.S02E10.Tesla.Model.S.1080p.DSCP.WEB-DL.AAC2.0.H.264-NTb_track3_[eng]

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.