All language subtitles for How.Its.Made.Dream.Cars.S02E11.Superformance.MKIII.1080p.DSCP.WEB-DL.AAC2.0.H.264-NTb_track3_[eng]

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

THE SUPERFORMANCE MKIII,

A CAR THAT BRINGS
A '60s RACING LEGEND TO LIFE.

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

CAPTIONS PAID FOR BY
DISCOVERY COMMUNICATIONS

THE MKIII IS A LICENSED REPLICA
OF THE SHELBY COBRA.

THE SHELBY COBRA
WAS DEVELOPED BY CARROLL SHELBY.

IN 1962 HE COMBINED
AN AMERICAN V-8 ENGINE

WITH A BRITISH AC COBRA BODY.

THE RESULT WAS A POWERFUL
SPEED DEMON

THAT DOMINATED
THE RACE-CAR WORLD

THROUGHOUT THE 1960s.

TODAY, A COMPANY
CALLED SUPERFORMANCE

BUILDS A SCALED-UP VERSION
OF THE ORIGINAL SHELBY COBRA,

WHICH THEY CALL THE MKIII.

WHILE MANY COMPANIES HAVE TRIED
TO REPLICATE THE COBRA,

ONLY SUPERFORMANCE HAS BEEN
LICENSED BY SHELBY HIMSELF.

HE APPROVED OF THEIR SUPERIOR
PRODUCTION TECHNIQUES

AND PRODUCT QUALITY.

SHELBY'S FUSION OF STYLE
AND POWER

TRANSFORMED THE CAR INTO
A LEGENDARY SPORTS MACHINE.

LEGEND HAS IT, IN 1964,

A SHELBY COBRA ROCKETED
ALONG ENGLAND'S M1 HIGHWAY

AT 185 MILES PER HOUR.

THIS EVENT LED
THE BRITISH GOVERNMENT TO IMPOSE

SPEED LIMITS ON THE HIGHWAY
FOR THE FIRST TIME.

THE SUPERFORMANCE MKIII IS BUILT
IN PORT ELIZABETH, SOUTH AFRICA.

HERE, A TECHNICIAN WELDS
TOGETHER THE CAR'S CHASSIS.

HE CLAMPS THE PARTS
INTO A GIANT JIG,

THEN USES A MIG WELDING TORCH
TO FUSE THE METAL.

TO BUILD THE MKIII's CHASSIS,

THE WORKER USES 2-BY-4 INCH
RECTANGULAR STEEL TUBING.

THE CHASSIS OF THE CAR

FOLLOWS A PATTERN KNOWN
AS PARALLEL LADDER CONSTRUCTION.

THE RESULT IS AN EXTREMELY
STRONG AND RIGID CHASSIS

CAPABLE OF HANDLING

THE POWERFUL FORCES GENERATED
BY THE CAR'S V-8 ENGINE.

THIS IS THE MOLD WORKERS

USE TO CREATE
THE MKIII's SINGLE-PIECE BODY.

AFTER HANDLAYING SHEETS
OF FIBERGLASS INTO THE MOLD,

THEY LET IT CURE OVER NIGHT
AND DE-MOLD IT THE NEXT DAY.

IT'S THEN CURED IN AN OVEN
FOR EIGHT HOURS

BEFORE BRINGING IT
TO THE BODY-PREPARATION AREA.

TO PREPARE THE FIBERGLASS
FOR PAINTING, TECHNICIANS SAND

OR FAIR THE SURFACE.

THEY USE AN EPOXY
TO FILL IN ANY LOW SPOTS.

AT THE SAME TIME,

A WORKER BRINGS THE DOOR PANELS
TO THE BODY.

HE USES SANDPAPER AND A GRINDER
TO ENSURE A PERFECT FIT.

THE PANELS ARE ONLY 2/10
OF AN INCH THICK,

SO THE MANUFACTURERS
MUST BE EXTREMELY CAREFUL

NOT TO OVERWORK THE MATERIAL
IN PURSUIT OF PERFECTION.

THE TECHNICIAN NOW USES A GAP
GAUGE TO MEASURE THE SPACE

BETWEEN THE BODY AND THE DOOR.

HE SANDS THE AREA AROUND
THE CIRCUMFERENCE OF THE DOOR

TO MAKE SURE THE GAP IS UNIFORM.

IT'S NO EXAGGERATION

TO SAY THAT THE MKIII
IS A TRULY HANDBUILT CAR.

EACH ONE THAT IS BUILT
FEATURES UNIQUE NUANCES,

ANOTHER WAY THAT SUPERFORMANCE
ACCURATELY REPLICATES

THE SHELBY TRADITION.

THE ORIGINAL SHELBY COBRA
WAS HANDBUILT IN ENGLAND

AND CUSTOMIZED IN THE U.S.

IT WAS A LOW-VOLUME,
HIGH-QUALITY WORK

OF AUTOMOTIVE ART.

ONCE THE BODY OF THE CAR
HAS BEEN THOROUGHLY PREPARED,

IT HEADS FOR THE PAINT SHOP.

HERE, A WORKER SPRAYS A GRAY,
WATER-BASED PRIMER

OVER THE BODY'S SURFACE.

ONCE THE PRIMER DRIES, THE CAR
WILL RECEIVE THREE COATS

OF THE BASE PAINT
AND TWO COATS OF CLEAR FINISH.

Narrator:
THE SUPERFORMANCE MKIII ISN'T
JUST A SHELBY COBRA LOOK-ALIKE.

THE RESEMBLANCE
IS MORE THAN SKIN DEEP.

SUPERFORMANCE ADHERES CLOSELY
TO THE ORIGINAL METHODS

OF MANUFACTURE USED
IN THE 1960s.

A CRAFTSMAN WILL NOW FORM
THE FRAME FOR THE WINDSHIELD.

FOR THIS WORK,
HE USES AN OXY-ACETYLENE TORCH,

WHICH BURNS A COMBINATION
OF OXYGEN AND ACETYLENE.

REDUCING THE OXYGEN RESULTS
IN A COOLER FLAME.

HE USES THE COOLER FLAME TO COAT
A PIECE OF EXTRUDED BRASS

WITH BLACK SOOT.

HE THEN ADDS MORE OXYGEN
FOR A HOTTER FLAME,

AND BEGINS A PROCESS
CALLED ANNEALING.

HE KNOWS THE BRASS HAS REACHED
THE RIGHT TEMPERATURE

TO BEND IT
WHEN THE SOOT BURNS AWAY.

THE CHANNEL
IN THE BRASS EXTRUSION

TENDS TO OPEN UP AS HE BENDS IT.

HE MAKES SURE TO CLAMP IT
BACK IN PLACE AS HE WORKS.

ONCE THE WINDSHIELD FRAME
HAS BEEN FORMED,

A WORKER CLAMPS IT INTO A JIG
AND FASTENS IT ON A BEVEL GUIDE.

TWO ANGLED SECTIONS
ARE JOINED WITH SCREWS

TO FORM THE BOTTOM CORNERS
OF THE WINDSHIELD.

USING A HIGH-SPEED GRINDER,
THE WORKER BEGINS MAKING CUTS.

ONCE FINISHED,
HE REMOVES THE GUIDE,

REVEALING THE BEVELED ANGLE.

HE NOW CLAMPS THE BOTTOM LENGTH
OF THE WINDSHIELD FRAME

INTO THE JIG.

BEFORE JOINING
THE TWO BRASS PIECES,

HE MUST BE SURE
THEY LINE UP PRECISELY.

THE CONSTRUCTION
OF THE WINDSHIELD FRAME

MUST BE PERFECT.

THE FRAME MUST SUPPORT
THE WINDSHIELD GLASS,

REGARDLESS OF ANY G FORCES,

POTHOLES AND WIND
THAT COULD RATTLE THE CAR.

THE BRASS WILL BE PLATED WITH
CHROME FOR EXTRA PROTECTION.

THIS WORKER IS PREPARING THE
SURFACE FOR THE PLATING PROCESS.

CHROME WILL NOT COVER SCRATCHES,

SO HE USES
AN ABRASIVE FINISHING TOOL

TO REMOVE ANY IMPERFECTIONS
IN THE METAL.

A TECHNICIAN LOWERS
THE WINDSHIELD FRAME INTO A VAT

CONTAINING A NICKEL SOLUTION.

HE CHARGES THE BRASS
WITH A FOUR-VOLT CURRENT

WHILE THE NICKEL SOLUTION
IS GIVEN THE OPPOSITE CHARGE.

FOR 30 MINUTES, THE OPPOSITE
CHARGES ATTRACT EACH OTHER.

CHROME AND BRASS DO NOT
ATTACH WELL TO EACH OTHER,

BUT NICKEL FORMS A GOOD BOND
WITH BOTH OF THESE MATERIALS.

THAT'S WHY MANUFACTURERS INCLUDE
THIS STEP IN THE PROCESS.

IT TAKES JUST THREE MINUTES

AND FIVE VOLTS OF ELECTRICITY
TO CHROME THE FRAME.

THE FINAL BATH IS A RINSE.

IT'S NOW TIME
TO INSTALL THE GLASS

IN THE FINISHED
WINDSHIELD FRAME.

IT'S A MESSY PROCESS,

SO THE TECHNICIAN STARTS
BY PROTECTING THE CHROME

WITH A LAYER OF MASKING TAPE.

HE THEN APPLIES A POWERFUL
AUTOMOTIVE-GRADE ADHESIVE

AROUND THE FRAME
BEFORE SLIDING IN THE LAMINATED

SHATTERPROOF GLASS.

ONCE HE'S SCREWED
THE BOTTOM RAIL INTO POSITION,

THE WINDSHIELD IS COMPLETE.

THE WORKER USES A LOW-TECH,

BUT HIGHLY EFFECTIVE,

TECHNIQUE TO ENSURE A TIGHT FIT
BETWEEN THE FRAME AND THE GLASS.

THEN, HE LEAVES THE WINDSHIELD
ASSEMBLY TO DRY OVERNIGHT.

THE WINDSHIELD WILL BE ONE OF
THE MKIII's SIGNATURE ELEMENTS,

HELPING TO IMMEDIATELY
IDENTIFY IT AS A COBRA REPLICA.

ONCE THE WINDSHIELD ADHESIVE
HAS CURED, TECHNICIANS

MOUNT THE SIDE POSTS.

LIKE THE WINDSHIELD FRAME,

THE POSTS ARE MADE
OF CHROME-PLATED BRASS.

NEXT, THE WORKER ATTACHES
SMALL BRACKETS TO THE SIDE POST.

THESE WILL BE USED
TO MOUNT THE WIND DEFLECTOR,

WHICH HELPS INCREASE BOTH DRIVER
AND PASSENGER COMFORT.

Narrator: EVEN THE MKIII's SEATS
ARE AUTHENTIC THROWBACKS

TO THE GOLDEN ERA
OF AMERICAN MUSCLE CARS.

SUPERFORMANCE DOESN'T JUST
UPHOLSTER THEM THE SAME WAY.

THEY USE VINTAGE CONSTRUCTION
METHODS TO BUILD THEM.

HERE IN THE TRIM SHOP
SKILLED CRAFTSPEOPLE

BUILD AND INSTALL EVERYTHING
FROM THE RAGTOP

TO THE DASHBOARD AND SEATS.

THEY EVEN CONSTRUCT THE COVER
FOR THE TRANSMISSION TUNNEL.

A CRAFTSMAN BEGINS
INSTALLING ELASTIC WEBBING

ON A TUBULAR
STEEL CAR-SEAT FRAME.

LIKE EVERYTHING ELSE IN
THIS CAR, IT IS MADE IN-HOUSE.

TO SECURE THE WEBBING,
HE USES SPECIALIZED PLIERS

TO SQUEEZE CLIPS
CALLED HOG RINGS IN PLACE.

HOG RINGS ARE CONNECTING RINGS
THAT CAN BE USED IN UPHOLSTERY,

FENCES, ANIMAL CAGES
AND ANY OTHER APPLICATION

REQUIRING
STRONG ATTACHMENT POINTS.

WHILE MOST MODERN CAR SETS ARE
MADE OF SPECIALLY DESIGNED FOAM,

THE SEATS IN 1960s MUSCLE CARS
USED WOVEN ELASTICATED WEBBING.

RACE AND SPORTS CARS

HAVE EXTREMELY RIGID FRAMES
FOR IMPROVED HANDLING.

BUT THAT CAN LEAD
TO A BUMPY RIDE.

SO THE SEATS
MUST BE EXTRA COMFORTABLE.

JUST LIKE IN THE ORIGINAL
SHELBY COBRA, THE SEAT COVERS

ARE MADE WITH EUROPEAN
AUTOMOTIVE-GRADE LEATHER.

THE WORKER CAREFULLY FITS ONE

IN PLACE TO PREPARE IT
FOR THE ATTACHMENT PROCESS.

PLACING THE SEAT
ON A PURPOSE-BUILT SUPPORT,

TWO CRAFTSMEN WORK TOGETHER TO
STRETCH AND ATTACH THE LEATHER

TO THE FRAME USING HOG RINGS.

FINALLY, A WORKER
CAREFULLY FITS THE SEAT CUSHION

INTO PLACE BEFORE SECURING IT
TO THE FRAME UNDERNEATH.

THEY USE RACING SEATS

BECAUSE CARROLL SHELBY
ORIGINALLY DESIGNED THE COBRA

TO BE A RACE CAR.

WHEN THE CAR FIRST
SHOT ONTO THE SCENE IN 1962,

IT WAS THE
WORLD'S FASTEST PRODUCTION CAR.

A TECHNICIAN NOW FITS THE
LEATHER-UPHOLSTERED DASHBOARD

WITH ALL THE NECESSARY GAUGES,
DIALS AND TOGGLE SWITCHES.

INCREDIBLY, THESE COMPONENTS

ARE STILL MADE
BY THE SAME MANUFACTURER

IN THE U.K. THAT SUPPLIED
THE ORIGINAL SHELBY COBRAS.

NOT ONLY THAT,

THEY USE THE ORIGINAL TOOLING
TO BUILD THEM.

UNLIKE THE DASHBOARD ELEMENTS
IN CONTEMPORARY CARS,

THESE ARE TRULY ANALOG
COMPONENTS.

THE GIANT ALUMINUM WING NUTS
ON THE MKIII's WHEELS,

CALLED SPINNERS,
REPLACE THE MULTIPLE NUTS

THAT TYPICALLY HOLD A WHEEL
ON A VEHICLE.

HERE, A CNC MACHINE

CREATES A SPECIAL HUB ADAPTER
FROM A BLOCK OF ALLOY STEEL.

THIS ADAPTER
WILL ACCOMMODATE THE SPINNER.

THE SPINNER WAS ORIGINALLY
DEVELOPED TO ALLOW

FOR FASTER WHEEL CHANGES
DURING RACING PIT STOPS.

THE CNC MACHINE
REDUCES THE STEEL STEP-BY-STEP

WITH ITS HIGH-TECH TOOLING
DEVICES.

BY THE TIME IT'S DONE,
THE BLOCK OF STEEL

HAS BEEN REDUCED TO A FRACTION
OF ITS ORIGINAL SIZE.

IN ONE OF THE SUB
ASSEMBLY AREAS, A TECHNICIAN

NOW STARTS PUTTING TOGETHER
THE FRONT SUSPENSION UPRIGHT.

HE BEGINS BY CAREFULLY FITTING
A HUB AND ROTOR ASSEMBLY

OVER A SPINDLE.

HE FOLLOWS THIS WITH A WASHER
AND NUT.

ONCE HE HAS TIGHTENED THE NUT,

HE POSITIONS
A PURPOSE-BUILT WASHER OVER IT

AND INSERTS A LOCKING PIN
THROUGH THE SPINDLE.

THE WORKER BENDS THE TAIL ENDS
OF THE LOCKING PIN

AND WRAPS THEM
AROUND THE SPINDLE.

THIS TWO-PART LOCKING SYSTEM

IS DESIGNED TO ENSURE
THE NUT CAN'T COME LOOSE.

HE POSITIONS A GREASE CAP
OVER THE NUT AND LOCKING SYSTEM

AND GENTLY HAMMERS IT
INTO PLACE.

THE FRONT SUSPENSION
UPRIGHT IS NEARLY COMPLETE,

BUT A CRUCIAL COMPONENT
IS MISSING --

THE HUB ADAPTER.

AFTER MACHINING,

THE ADAPTER GETS A GOLD-COLORED
ANTI-CORROSION PLATING.

HE ALIGNS THE ADAPTER
WITH THE DRIVE PINS

AND LOWERS IT ONTO THE UPRIGHT.

THESE DRIVE PINS
ARE EXTREMELY IMPORTANT.

THE MKIII's WHEELS
ARE CALLED PIN DRIVE WHEELS,

BECAUSE THE PINS
ACTUALLY DRIVE THE WHEELS.

THE TECHNICIAN ALSO
INSTALLS THE BRAKE CALIPER,

MARKING EACH PIN TO NOTE THAT
IT'S BEEN TORQUED CORRECTLY.

NOW, THE UPRIGHT ASSEMBLY
IS READY FOR THE NEXT PHASE

OF PRODUCTION.

Narrator: IT'S TIME TO BRING
ALL THOSE HANDMADE COMPONENTS

OF THE MKIII TOGETHER INTO A CAR

THAT CAN MATCH THESE SHOW PIECES

THAT ARE ON DISPLAY

AT THE SUPERFORMANCE HEAD OFFICE
SHOW ROOM IN IRVINE, CALIFORNIA.

A WORKER INSTALLS THE FRONT
UPRIGHT SUSPENSION ASSEMBLY.

HE POSITIONS IT CAREFULLY

AND BOLTS IT
TO THE FRONT CONTROL ARMS,

OR WISHBONES.

THE TORQUE VALUES
ARE PREDETERMINED

AND MUST BE FOLLOWED PRECISELY.

NEXT, A TECHNICIAN
ADDS THE FUEL CAP ASSEMBLY.

THIS IS KNOWN
AS A LEMANS STYLE CAP

BECAUSE IT'S DESIGNED

TO HAVE A QUICK RELEASE
FOR FAST REFUELING

DURING COMPETITIONS, LIKE
THE FAMED 24-HOUR LEMANS RACE.

ALTHOUGH THIS COMPONENT

WAS A FEATURE
ON THE ORIGINAL SHELBY COBRA,

ONE SMALL BUT IMPORTANT SAFETY

ADJUSTMENT HAS BEEN MADE
FOR THE SUPERFORMANCE MKIII.

THIS FUEL CAP HAS A LOCK.

NEXT, THE TECHNICIAN
CONNECTS THE FUEL FILLER PIPE

TO THE FUEL TANK.

HE USES RUBBER COUPLINGS
AND A SET OF PIPE CLAMPS

TO ATTACH THE STAINLESS STEEL
PIPE ON BOTH ENDS.

THE TECHNICIAN INSTALLS
A BREATHER PIPE,

WHICH WILL RELEASE AIR
IN THE TANK DURING FUEL UPS.

THE MANUFACTURERS

AT SUPERFORMANCE
HAVE NEARLY FINISHED THIS MKIII.

IT NOW HAS ITS FRONT
AND REAR SUSPENSION, BRAKES,

ORIGINAL-SPECIFICATION
OIL COOLER,

AS WELL AS A HEATER UNIT.

JUST A FEW COMPONENTS
STILL NEED TO BE INSTALLED.

THREE TECHNICIANS WORK TOGETHER
TO ATTACH THE HOOD.

ALTHOUGH SUPERFORMANCE
DOES NOT INSTALL THE POWERTRAIN,

THEY DO PUT IN
A SINGLE-ROW, HIGH-PERFORMANCE

ALUMINUM-CORE RADIATOR,

AND HAND-FABRICATED
STAINLESS-STEEL ENGINE LOUVERS.

IN FACT, WHEN SUPERFORMANCE
MAKES A MKIII,

THEY INCLUDE EVERYTHING
BUT THE ENGINE AND TRANSMISSION.

TWO WORKERS NOW ATTACH

THE FINISHED CHROME-PLATED
BRASS-FRAMED WINDSHIELD

TO THE CAR.

IN THE 1960s, THE SHELBY COBRA

WAS BUILT IN THE U.K.
AND SHIPPED TO THE U.S.,

WHERE THE ENGINE
AND TRANSMISSION WERE INSTALLED.

SUPERFORMANCE EVEN REPLICATES
THIS PROCESS.

CUSTOMERS CAN CHOOSE
THEIR PREFERRED POWERTRAIN.

HISTORICALLY, THE SHELBY COBRA
HAD A FORD ENGINE.

SUPERFORMANCE MAINTAINS
THIS TRADITION.

INSTALLATION KITS
ARE AVAILABLE

FOR THE 4289, 302, 351
SMALL-BLOCK FAMILY,

AS WELL AS THE 427,

428, 429, AND 460-CUBIC-INCH
FORD BIG BLOCK ENGINES.

THE MKIII WILL ALSO ACCEPT

FORD'S MODERN FIVE-LITER
MUSTANG COYOTE

AND GT 500 5.4-LITER ENGINES,

ALONG WITH A VARIETY OF THE
CHEVROLET CORVETTE POWERTRAINS.

HERE, A TECHNICIAN FINISHES
INSTALLING A FORD SHELBY ENGINE

BUILT BY SHELBY ENGINES.

SUPERFORMANCE HAS RECENTLY
MADE IT POSSIBLE

TO PUT IN CONTEMPORARY
MODULAR ENGINES,

AS WELL AS THE ORIGINAL-STYLE
ONES THAT POWER MOST MKIIIs.

WORKERS INSTALL THE SIDE MIRRORS

ACCORDING TO THE CUSTOMER'S
SPECIFICATIONS.

HERE, THE STYLE IS CONSISTENT
WITH THE 1960s RACING ERA.

SUPERFORMANCE ALSO FITS
THE MKIII

WITH ORIGINAL-STYLE QUICK LIFTS,
SIDE PIPES, ROLL BAR,

SOFT TOP AND TONNEAU COVER.

OWNERS CAN CHOOSE FROM
A VARIETY OF WHEEL OPTIONS,

FROM THE CLASSIC 15-TO-18-INCH
HALIBRAND-STYLE WHEELS

TO CONTEMPORARY WIDE,
LOW-PROFILE WHEELS.

NOW THE INSTALLER
TWISTS LOCK WIRE

AROUND THE WHEEL'S SPOKES

BEFORE ATTACHING THE NUT
OR SPINNER.

THIS SAFETY WIRING SYSTEM WAS
A FEATURE OF THE ORIGINAL COBRA,

A SMALL TOUCH THAT ILLUSTRATES
JUST HOW COMMITTED SUPERFORMANCE

IS TO REPLICATING
CARROLL SHELBY'S VISION

DOWN TO THE TINIEST DETAIL.

AND THEY'VE BEEN
DOING IT FOR DECADES.

THIS CAR IS ONE OF A LIMITED
EDITION COMMEMORATING

20 YEARS OF PRODUCTION.

WORKERS CAREFULLY ROLL THE
COMPLETED CAR INTO THE SHOWROOM

OF THE SUPERFORMANCE HEAD OFFICE
IN IRVINE, CALIFORNIA,

WHERE IT JOINS
A COLORFUL DISPLAY

OF SUPERFORMANCE VEHICLES.

IN THE LATE 1950s,

CARROLL SHELBY WAS ALREADY
A CELEBRATED RACE CAR DRIVER.

IN 1959, HE CO-DROVE
AN ASTON MARTIN TO VICTORY

IN THE 24-HOUR LEMANS RACE.

WHILE SPEEDING
THROUGH THE COURSE,

HE NOTICED A CAR
CALLED THE BRISTOL,

BUILT BY A BRITISH COMPANY
CALLED AC CARS.

SEVERAL YEARS LATER,

SHELBY TRANSFORMED THE BRISTOL
INTO THE SHELBY COBRA.

THE COBRA EVOLVED INTO
A FORMIDABLE RACING MACHINE,

BECOMING
THE FIRST AMERICAN-BUILT

WORLD-CHAMPIONSHIP-WINNING
CAR IN HISTORY.

VERY FEW SHELBY COBRAS

WERE ACTUALLY PRODUCED
AS ROAD VEHICLES.

BUT THANKS TO SUPERFORMANCE,

DRIVERS CAN EXPERIENCE
THIS LEGENDARY VEHICLE

ON THE OPEN ROAD TODAY.