All language subtitles for How.Its.Made.Dream.Cars.S03E01.Superformance.GT40.1080p.DSCP.WEB-DL.AAC2.0.H.264-NTb_track3_[eng]

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

THE GT40, AN ICON OF RACECAR
HISTORY, RIDES AGAIN.

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

CAPTIONS PAID FOR BY
DISCOVERY COMMUNICATIONS

THE AMERICAN CAR MAKER
SUPERFORMANCE BUILDS GT40s

AT THEIR HIGH-TECH
AUTOMOTIVE FACTORY

IN PORT ELIZABETH,
SOUTH AFRICA.

THE VEHICLE THEY BUILD
IS CONSIDERED A REAL GT40

BECAUSE IT IS A CONTINUATION

OF THE ORIGINAL CELEBRATED
CHAMPION CAR.

THE STORY BEHIND THE GT40 IS
A FIXTURE OF AUTOMOTIVE LORE.

PRIOR TO THE 1960s,

EUROPEAN CARS
DOMINATED THE WORLD

OF LONG-DISTANCE CAR RACING.

NO AMERICAN MANUFACTURER

HAD EVER WON
THE 24-HOUR LE MANS RACE.

HENRY FORD II WAS FED UP.

HE DESPERATELY WANTED
TO WIN THE LE MANS.

IN 1963,

ITALIAN RACECAR DRIVER
ENZO FERRARI

CONSIDERED SELLING HIS COMPANY
TO FORD.

BUT WHEN IT BECAME CLEAR

THAT FERRARI WANTED TO HOLD
ONTO HIS RACECARS

AND ONLY SELL HIS ROAD VEHICLES,

FORD DECIDED TO TURN DOWN
FERRARI'S OFFER.

INSTEAD, HE MADE A DEAL

WITH THE BRITISH RACECAR
MANUFACTURER LOLA

TO DEVELOP THEIR MID-ENGINED Mk6

INTO A FERRARI-DOMINATING
CHAMPION.

FORD ASSEMBLED A TEAM
OF DESIGNERS IN ENGLAND,

WHERE THEY WENT TO WORK

CREATING THE MOST ADVANCED
RACECAR OF ITS TIME.

FROM 1966 TO 1969,

GT40s WON FOUR CONSECUTIVE
LE MANS VICTORIES.

ONE PARTICULAR CAR,
THE GT40 MK 1, NUMBER 1075,

BECAME THE FIRST AND ONLY
INDIVIDUAL CAR

TO WIN BACK-TO-BACK VICTORIES,
IN 1968 AND 1969.

THE ORIGINAL DESIGNS
FOR THE GT40

WERE HANDCRAFTED
TECHNICAL DRAWINGS.

SUPERFORMANCE HAS SCANNED THEM
INTO A C.A.D. SOFTWARE PROGRAM.

THEY FOLLOW THE DESIGN
OF THE ORIGINAL SO CLOSELY

THAT THEIR CARS ARE CONSIDERED
A CONTINUATION SERIES,

MEANING THEY ARE VIRTUALLY
IDENTICAL TO THE ORIGINAL GT40s

IN DESIGN, CONSTRUCTION,
AND MATERIALS.

HERE WORKERS TIG-WELD
AND SPOT-WELD TOGETHER

AN ALL-STEEL MONOCOQUE CHASSIS.

THE GT40 WAS ONE OF
THE FIRST ROAD VEHICLES

TO FEATURE A STEEL MONOCOQUE.

THE SUPERFORMANCE GT40 CHASSIS

EVEN INCLUDES THE ORIGINAL
DOUBLE-LAYERED STEEL ROOF

WITH CUTAWAYS FOR THE DOORS,

A PARTICULARLY DIFFICULT ELEMENT
TO BUILD.

THE TWO FUEL TANKS RUN ALONG
THE SIDES OF THE CAR

IN REINFORCED CAVITIES.

TRUE TO THE ORIGINAL GT40,

SUPERFORMANCE BUILDS THE REST
OF THE CAR BODY

OUT OF FIBERGLASS COMPOSITES.

THEY HAND-LAYER SHEETS
OF FIBERGLASS AND RESIN

INTO THE APPROPRIATE MOLDS,

THEN CURE THEM IN AN OVEN
FOR EIGHT HOURS AT 176 DEGREES.

THE TECHNICIANS WORK ON
THE FRONT SECTION OF THE CAR

BY SIMPLY UNLATCHING
AND LIFTING IT OFF.

THE DESIGNERS OF THE GT40
INCLUDED THESE FEATURES

TO GIVE MECHANICS QUICK
AND COMPLETE ACCESS

TO THE INNER WORKINGS
OF THE CAR

WHEN IT MAKES PIT STOPS
DURING A RACE.

TWO TECHNICIANS
SPEND AN ENTIRE WEEK

WORKING ON A SINGLE CAR BODY.

THEY ADD CREAM-COLORED FILLER
AND REDUCE THE GRAY COMPOSITE

TO SMOOTH OUT THE SURFACE

AND ENSURE THE FIT AND FINISH
ARE FLAWLESS.

NEXT, WORKERS MOUNT
THE BODY PANELS ON THE CHASSIS

AND BRING THE ASSEMBLY
TO THE PAINT DEPARTMENT.

TECHNICIANS START
BY SPRAYING THE AREAS

THAT WILL BE THE COLOR
OF THE STRIPE.

THEN A WORKER
USES SPECIALIZED TAPE

TO MASK THE AREAS
WHERE STRIPES WILL BE.

THE STRIPES
MUST LINE UP PERFECTLY

FROM THE BACK TO THE FRONT
OF THE CAR.

WHILE A CUSTOMER CAN CHOOSE ANY
COLOR OR PATTERN OF STRIPES,

MANY OPT FOR THE ORIGINAL
LE MANS RACING STRIPES,

WHICH ARE USED TO QUICKLY
AND EASILY IDENTIFY A RACECAR.

ANOTHER IMPORTANT DETAIL
IS THE CAR'S RACING NUMBER.

TO MAKE SURE
IT'S CLEARLY VISIBLE,

COMPETITORS HAVE THEIR NUMBER

PAINTED INSIDE
A LARGE WHITE CIRCLE.

IN MANY ENGLISH-SPEAKING
COUNTRIES,

THIS IS CALLED A ROUNDEL.

BUT IN THE U.S.,
IT'S KNOWN AS A GUMBALL.

NOW THAT THE ROUND TEMPLATE IS
PLACED IN THE APPROPRIATE SPOT,

HE USES MORE TAPE TO MASK THE
CIRCUMFERENCE OF THE GUMBALL.

NEXT, HE USES A WIDER,
LESS FLEXIBLE TAPE

TO FURTHER MASK OUT THE AREA
SURROUNDING THE TEMPLATE.

HE USES A SMALL HANDHELD RAZOR

FOR CUTTING THE TAPE
TO SPEED UP THE PROCESS.

THE SECOND LAYER OF TAPE

MAKES IT HARDER FOR THE PAINT
TO BLEED THROUGH.

THE GUMBALL CAN NOW
BE PAINTED WHITE.

ONCE EVERYTHING HAS BEEN MASKED,

A PAINTER GOES TO WORK
WITH A SPRAY GUN.

ALL OF THE BODY PARTS HAVE BEEN
CAREFULLY POSITIONED

IN THE SAME ORIENTATION
THEY WILL HAVE

TO THE GROUND ONCE ASSEMBLED.

THIS IS BECAUSE GRAVITY
EXERTS A SMALL

BUT VISIBLE EFFECT
DURING THE DRYING PROCESS.

CORRECT POSITIONING OF THE PARTS
ENSURES UNIFORM DRYING.

AFTER WAITING 25 MINUTES
TO GIVE THE PAINT TIME TO DRY,

A WORKER BEGINS SLOWLY
AND CAREFULLY

REMOVING THE MASKING TAPE.

PERFECTLY FORMED
RACING STRIPES EMERGE.

PEELING THE MASKING SYSTEM
OFF THE GUMBALL

REQUIRES ALMOST THE SAME AMOUNT
OF CARE AND PRECISION

AS APPLYING IT
IN THE FIRST PLACE.

UNDERNEATH IS A FLAWLESS CIRCLE
READY FOR ITS RACING NUMBER.

SOME OWNERS MIGHT CHOOSE TO HAVE
THE NUMBER 6 PAINTED ON,

SINCE THIS WAS THE NUMBER
SPORTED BY THE FAMOUS GT40

THAT WON THE 24-HOUR
LE MANS RACE TWICE IN A ROW.

Narrator:
AMONG THE MANY FEATURES

THAT IMMEDIATELY IDENTIFY A GT40
ARE THE SEATS,

WITH THEIR LOW-SLUNG POSITION
AND DISTINCTIVE BREATHER HOLES.

COMBINING COMFORT AND UTILITY,

THESE ARE THE SEATS
OF A WORKING RACECAR.

A SPECIALIST BEGINS
THE UPHOLSTERY PROCESS

BY QUILTING A SECTION
OF SEAT-COVER MATERIAL

ONTO A BACKING FOAM.

THE SEAT-COVER MATERIAL IS KNOWN
AS ALCANTARA.

THIS IS A TRADEMARKED PRODUCT

THAT IMITATES THE LOOK AND FEEL
OF SUEDE LEATHER.

IT'S SO CONVINCING

THAT PEOPLE OFTEN MISTAKE IT
FOR THE REAL THING.

MANUFACTURERS PRODUCE ALCANTARA

FROM A COMBINATION OF POLYESTER
AND POLYURETHANE,

WHICH THEY PUT THROUGH A
HIGH-TECH SPINNING PROCESS

TO CREATE A FIBER
WITH EXTREMELY LOW MASS.

THEY FURTHER PROCESS THE FIBER

WITH A COMPLEX
TEXTILE OPERATION.

THIS INCLUDES NEEDLE PUNCHING,

BUFFING, IMPREGNATION,

EXTRACTION, FINISHING,
AND DYEING.

THE RESULT IS A COMFORTABLE,
STAIN-RESISTANT,

AND HIGHLY DURABLE MATERIAL --

EXACTLY WHAT YOU NEED

WHEN YOU'RE RACING
AROUND THE ROADS OF LE MANS

FOR 24 HOURS
IN HOT JUNE WEATHER.

THE ORIGINAL GT40
HAD NO AIR CONDITIONING,

SO THE DRIVERS MUST HAVE BEEN
SWEATING BUCKETS

DURING THEIR STINTS
AT THE WHEEL.

THOSE BREATHER HOLES WERE THERE

TO ALLOW FOR SOME
AIR CIRCULATION.

THIS SECTION
OF SEAT-COVER MATERIAL

IS READY FOR THE NEXT PHASE.

BECAUSE BREATHER HOLES
ARE PIERCED

THROUGH BOTH THE MATERIAL
AND THE BACKING FOAM,

THEY NEED REINFORCEMENT.

THE REINFORCEMENT IS CALLED
A SEAT GROMMET, OR EYELET.

A WORKER EASES ONE SECTION
THROUGH THE HOLE,

THEN FITS THE BACKING PIECE
OVER IT.

A HAND-OPERATED PRESS
FOLDS THE METAL

IN A WAY THAT FIRMLY GRIPS
BOTH SIDES OF THE FABRIC.

THE FINISHED EYELETS
ADD TO THE VINTAGE LOOK

OF THE SEAT MATERIAL.

THEY ONCE HAD
A FUNCTIONAL PURPOSE.

NOW THEY'RE JUST THERE
FOR LOOKS.

UNLIKE THE ORIGINAL,

THE NEW SUPERFORMANCE GT40s
ARE FULLY AIR-CONDITIONED.

NOW A CRAFTSMAN BEGINS
GLUING THE SEAT-COVER MATERIAL

ONTO THE FOAM CUSHIONING.

FOAM IS ONE OF THE FEW
CONTEMPORARY FEATURES

THAT SUPERFORMANCE HAS ADDED.

THE ORIGINAL GT40s HAD WOVEN
ELASTICATED WEBBING

UNDER THE SEAT COVERS
FOR COMFORT.

THE TENSION OF THE WEBBING
COULD BE INDIVIDUALLY ADJUSTED

FOR THE WEIGHT
OF A PARTICULAR DRIVER.

RACECAR DRIVERS,
LIKE HORSE JOCKEYS,

TENDED TO BE SMALL
AND LIGHTWEIGHT.

GOOD THING, TOO,

BECAUSE THE GT40 DIDN'T HAVE
MUCH ROOM TO SPARE.

IN FACT, THAT'S WHY
IT'S CALLED A GT40.

"GT" STANDS FOR GRAND TOURING,

WHILE THE 40 IS THERE

BECAUSE THE CAR IS JUST OVER
3 FEET TALL, AT 40 INCHES.

THAT'S VERY LOW TO THE GROUND.

FOR A TALL DRIVER,

THE COCKPIT CAN FEEL
A BIT CRAMPED.

LEGENDARY RACECAR DRIVER
DAN GURNEY WAS 6'4".

TO HELP HIM
SQUEEZE INTO THE GT40,

A SPECIALIST
NAMED PHIL REMINGTON

CREATED A METAL BUBBLE

AND RIVETED IT TO THE ROOF
TO ACCOMMODATE GURNEY'S HEAD.

IT'S SINCE BECOME KNOWN
AS THE GURNEY BUBBLE.

MANY CUSTOMERS SPECIFICALLY
REQUEST IT FOR THEIR CAR.

WITH THE BUBBLE ABOVE
AND THIS SEAT UNDERNEATH,

THE GT40 PROVIDES A COMFY RIDE
ON ANY SURFACE,

WHETHER IT'S A PITTED
OLD DIRT ROAD

OR A NEWLY PAVED SUPERHIGHWAY.

Narrator:
TO MAKE SURE THEIR GT40s

ARE AS AUTHENTIC AS POSSIBLE,

SUPERFORMANCE CUSTOM-BUILDS

NEARLY ALL THE COMPONENTS
OF THE CAR.

THE MANUFACTURER THAT MADE
THE ORIGINAL GAUGES

STILL PRODUCES THEM
50 YEARS LATER.

BASED IN THE U.K.,

THE INSTRUMENT-GAUGE
MANUFACTURER

STILL USES THE ORIGINAL TOOLING
TO MAKE THEIR PRODUCTS.

BACK IN THE LATE '60s,

ALL OF THE DASHBOARD COMPONENTS
WERE ANALOG.

SUPERFORMANCE ENSURES THAT
THE DASHBOARD OF THEIR GT40s

REMAIN REMAIN TRUE
TO THIS OLD-SCHOOL LOOK.

HERE, A SPECIALIST QUICKLY

AND CAREFULLY LAYS OUT
THE WIRING

ON A SETUP
CALLED A HARNESS BOARD.

WHILE THE BOARD MAY LOOK
CONFUSING AND INTIMIDATING,

THE WIRING SCHEME HAS SIMPLY
BEEN DOUBLED BACK ON ITSELF

A FEW TIMES TO SAVE SPACE.

OTHERWISE, THE BOARD WOULD HAVE
TO BE THE LENGTH

OF AN ENTIRE GT40.

A BACK VIEW OF THE DASHBOARD

REVEALS SOME OF THE SAME
VINTAGE WIRING FEATURES

THAT YOU WOULD SEE IF YOU TOOK
APART AN ORIGINAL GT40.

THESE INCLUDE MECHANICAL GAUGES

THAT ARE INSERTED
DIRECTLY INTO THE ENGINE.

BRASS FITTINGS ON THE ENDS
OF SOME OF THE WIRES

SIT DIRECTLY IN
THE ENGINE-FLUID COMPARTMENTS.

BACK IN THE FABRICATION AREA,

A TECHNICIAN PREPARES
TO MANUFACTURE

ONE OF THE GT40's
REAR CONTROL ARMS BY HAND.

HE CLAMPS ALL THE PARTS
INTO A JIG

THAT IS CUSTOM-MADE
FOR THIS PART.

ONCE EVERYTHING IS IN PLACE,
HE TIG-WELDS IT ALL TOGETHER.

EVERY ELEMENT OF THIS COMPONENT

IS EXACTLY THE SAME
AS THE ORIGINAL,

RIGHT DOWN TO THE DIMENSION AND
THICKNESS OF THE STEEL TUBES.

THE CONTROL ARM IS
A HINGED SUSPENSION LINK

BETWEEN THE CHASSIS
AND THE HUB ASSEMBLY.

UNLIKE A WISHBONE,

IT HAS ONLY ONE CONNECTING POINT
TO THE CHASSIS.

THIS MEANS THE SUSPENSION SYSTEM
NEEDS A SEPARATE LINK,

OR RADIUS ROD,

TO HELP CONTROL THE MOVEMENT
OF THE WHEEL.

THE SUSPENSION
FOR THE SUPERFORMANCE GT40

FOLLOWS THE LAYOUT
OF THE ORIGINAL PRECISELY.

THE REAR SUSPENSION
IS FULLY INDEPENDENT,

AND IT INCLUDES TRAILING ARMS,
UNEQUAL-LENGTH LATERAL ARMS,

COIL SPRINGS, TUBE SHOCKS,
AND AN ANTI-ROLL BAR.

THE FRONT SUSPENSION FEATURES
UNEQUAL-LENGTH A-ARMS

WITH COIL-OVER SHOCK
AND SPRING TECHNOLOGY.

HERE, SPECIALISTS CREATE
THE GT40's TWO FUEL TANKS

BY WELDING TOGETHER
PRE-BENT SECTIONS

OF STAINLESS-STEEL SHEETS.

THIS IS AN ELEMENT
IN THE SUPERFORMANCE GT40

THAT DIFFERS FROM THE ORIGINAL.

INSTEAD OF STAINLESS STEEL,

THE FUEL TANKS IN THE 1960s
FORD GT40s

WERE FLEXIBLE BLADDERS
MADE OF RUBBER.

THESE TANKS ARE STILL AVAILABLE,
BUT THEY'RE EXTREMELY EXPENSIVE.

USING STAINLESS STEEL,

SUPERFORMANCE IS ABLE
TO BUILD THEIR OWN TANKS.

STAINLESS STEEL
IS LESS EXPENSIVE,

SAFER, MORE DURABLE, AND CAN BE
BUILT AND TESTED IN HOUSE.

TECHNICIANS NOW TEST OUT
THE FINISHED TANKS

BY FILLING THEM WITH AIR,
SEALING THEIR OPENINGS,

AND IMMERSING THEM
IN A VAT OF WATER.

WITH NO SIGN OF RISING BUBBLES,
THIS TANK IS LEAK-FREE.

Narrator: IT MAY BE ONE OF THE
MOST ICONIC RACECARS EVER MADE,

BUT EVEN ICONS
HAVE TO BE ASSEMBLED.

IT'S TIME FOR THOSE HANDMADE
COMPONENTS TO COME TOGETHER

AND FORM
A FULLY OPERATIONAL GT40.

TECHNICIANS INSERT THE
STAINLESS-STEEL FUEL TANKS

INTO THEIR COMPARTMENTS.

THE COMPARTMENTS
RUN LIKE HOLSTERS

ON EITHER SIDE OF THE CAR.

WITH THE ORIGINAL CAR,

THE TWO TANKS WERE LINKED
BY A BIG TUBE,

WHICH RAN THROUGH THE COCKPIT,

DIRECTLY UNDER
THE DRIVER'S LEGS.

IT WAS AN ASTOUNDING
SAFETY HAZARD

AND IS COMPLETELY UNTHINKABLE
IN A CONTEMPORARY CAR.

BACK IN THE LATE 1960s,

RACECAR-DRIVER SAFETY
WAS A LOW PRIORITY.

THESE DAYS,
IT'S THE TOP PRIORITY.

SUPERFORMANCE HAS REROUTED
THE LINK BETWEEN THE TWO TANKS.

NOW THEY'RE JOINED
IN THE ENGINE COMPARTMENT.

WORKERS ATTACH THE FIRST
OF THE EXTERIOR BODY PANELS.

THE VEHICLE IS BEGINNING
TO TAKE ON THE LEGENDARY FORM

OF THE GT40.

A TECHNICIAN INSTALLS
THE ALUMINUM EXPANSION TANK.

SUPERFORMANCE BOASTS THAT OVER
70% OF THE PARTS IN THEIR GT40s

ARE INTERCHANGEABLE
WITH THE ORIGINAL.

CUSTOM-BUILT IN HOUSE,

THE EXPANSION TANK IS ONE
OF THOSE MANY PARTS.

NEXT, THE BATTERY TRAY GOES IN.

THE BATTERY SITS HERE

BECAUSE THERE'S NO ROOM FOR IT
ANYWHERE ELSE.

THE TECHNICIAN THEN INSTALLS
AN OIL COOLER

ON TOP OF THE BATTERY TRAY.

NOW IT'S TIME FOR THE WORKERS

TO ATTACH THE REAR SUBASSEMBLY
TO THE MONOCOQUE CHASSIS.

A SET OF HINGE POINTS ALLOW THE
ENTIRE SUBASSEMBLY TO RAISE UP.

THIS DESIGN FEATURE GIVES
MECHANICS FAST AND EASY ACCESS

DURING RACES,
WHEN EVERY SECOND COUNTS.

A TECHNICIAN CAREFULLY BOLTS
THE REAR LOWER CONTROL ARM

INTO PLACE.

THE CAR'S SUSPENSION IS CRITICAL
IN A CAR LIKE THIS,

ESPECIALLY WITH A CHASSIS

THAT IS ONE OF THE STIFFEST
ON THE MARKET.

BUT, OF COURSE, WHEN IT COMES
TO HIGH-SPEED RACECARS,

THE STIFFER THE CHASSIS,
THE BETTER.

WITH THE OPEN C-SHAPED
HINGE SYSTEM IN PLACE,

WORKERS CAN NOW BRING
THE REAR SECTION OF THE CAR

DOWN INTO POSITION.

A TECHNICIAN USES
A RIVETING TOOL

TO ATTACH THE INTAKE
FOR A BRAKE-COOLING DUCT.

THIS WILL DIRECT AIR
FROM THE FRONT OF THE CAR

OVER THE BRAKE DISKS
FOR IMPROVED EFFICIENCY.

THE VENTED-DISK FOUR-POSITION
CALIPER BRAKES

COME FROM WILWOOD,

A LEADING MANUFACTURER
OF BRAKE COMPONENTS.

THEY MAKE BRAKE PARTS

FOR EVERYTHING FROM GO-KARTS
TO HUMVEES.

NOW WORKERS ADD
ALUMINUM CLOSURE PANELS

TO INCREASE THE STRENGTH
AND AERODYNAMIC EFFICIENCY

OF THE CAR.

THE SUPERFORMANCE FACTORY IN
SOUTH AFRICA SHIPS OUT GT40s

WITH EVERYTHING BUT THE ENGINE
AND TRANSMISSION.

CUSTOMERS CAN CHOOSE
WHAT POWER TRAIN TO ADD

WHEN THE CAR ARRIVES.

THE ORIGINAL GT40
HAD A DRY-SUMP OIL TANK,

WHICH IS NO LONGER NECESSARY.

SUPERFORMANCE
HAS CLEVERLY CONCEALED

THE CAR'S
AIR-CONDITIONING SYSTEM

INSIDE A REPLICA OF THAT TANK.

ONCE THE POWER TRAIN
HAS BEEN INSTALLED,

TECHNICIANS PUT THE VEHICLE
THROUGH A RIGOROUS DYNO TEST,

JUST TO MAKE SURE THE CAR

MEETS ALL THE STRINGENT
PARAMETERS

OF THE ORIGINAL GT40 DESIGN.

THE SUPERFORMANCE GT40 ACTUALLY
OUTPERFORMS ITS PREDECESSOR.

WHILE THE ENGINES THEY INSTALL
ARE MODERN VERSIONS

OF THE ONES FROM THE 1960s,
THEY'RE MUCH MORE POWERFUL.

SUPERFORMANCE RECOMMENDS

A SPECIALLY PREPARED FORD RACING
ENGINE, OR SHELBY ENGINE,

BUILT WITH THE NEW ZF/RBT STYLE
FIVE-SPEED TRANSAXLE.

HOWEVER, CUSTOMERS CAN CHOOSE

ANY FORD BASE 289, 302,
OR 351W SMALL-BLOCK,

OR A 427 BIG BLOCK ENGINE.

HENRY FORD II
FINALLY GOT HIS REVENGE

ON ENZO FERRARI
WITH THE AMAZING GT40,

PUTTING AN END TO THE LEGENDARY
ITALIAN CAR MAKER'S

SIX-YEAR WINNING STREAK
AT LE MANS.

FORD WAS ACTUALLY IN ATTENDANCE
WHEN THE GT40 POWERED TO VICTORY

AT LE MANS IN 1966,

BECOMING THE FIRST CAR
FROM AN AMERICAN MANUFACTURER

TO EVER WIN THAT RACE.

THE SPEED MACHINE
DOMINATED THE WORLD

OF LONG-DISTANCE CAR RACING
FOR YEARS.

NO WONDER SO MANY
CAR AFICIONADOS

DREAM OF OWNING THIS ICON
OF RACING HISTORY.

THANKS TO SUPERFORMANCE,
THAT DREAM CAN BE FULFILLED.