Original subtitles

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

THE PORSCHE 918 SPYDER.

IT'S MEAN, RARE, AND ECO-GREEN.

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

CAPTIONS PAID FOR BY DISCOVERY COMMUNICATIONS

PORSCHE'S 918 SPYDER HYBRID COMBINES THE ESSENTIALS

OF MOTOR RACING WITH SUPERB FUEL ECONOMY.

ORIGINALLY UNVEILED AS A CONCEPT CAR IN 2010,

IT'S THE NEWEST BLUEPRINT FOR FUTURE PORSCHE SPORTS CARS.

THE AUTOMAKERS' DESIGN TEAM STARTED WITH A CLEAN SLATE,

NO CONSTRAINTS, OR COMPROMISES.

THE GOAL WAS TO DEVELOP A HIGHLY FUEL-EFFICIENT SUPERCAR,

SMARTLY BUILT AROUND A POWERFUL HYBRID DRIVE SYSTEM.

THE 918 USES THE SAME V-8 ENGINE AS THE RS SPYDER RACECAR.

THE ENGINE WAS DEVELOPED EXCLUSIVELY

FOR THE ANNUAL 24-HOUR RACE IN LE MANS, FRANCE.

IN 2013, THE 918 SPYDER HIT THE STREETS

AS A LIMITED-PRODUCTION CAR.

ITS APPEARANCE IS BEYOND ANY DRIVER'S WILDEST DREAM.

THIS SUPERCAR HAS A ROLLING CHASSIS,

A VEHICLE THAT CAN BE DRIVEN WITHOUT A STYLISTIC SHELL.

THIS IS ONE OF THE AUTOMAKERS' ONGOING TRADITIONS.

PRODUCTION STARTS WITH THE ASSEMBLY OF THE CHASSIS.

IN THE FABRIC SHOP,

MASSIVE SHEETS OF PREPREG COMPOSITE

CARBON-FIBER-REINFORCED POLYMER

ARE CUT INTO WIDE PATTERN PIECES WITH AN AUTOMATIC CUTTER.

THE CUTTER USES A HIGH-SPEED OSCILLATING BLADE,

WHICH ALTERNATES AT AROUND 18,000 STROKES PER MINUTE.

THE SYSTEM ALSO VACUUMS AWAY ANY DUST DURING CUTTING.

THE SHEETS ARE FIT INTO MOLDS

THAT PRODUCE A TWO-PART INTERLOCKING CHASSIS,

A MONOCOQUE, AND A UNIT CARRIER.

CARBON-FIBER-REINFORCED POLYMER IS VERY THIN

AND AFFORDS EXTREME TORSIONAL RIGIDITY.

WHEN THE CAR IS COMPLETE, IT WEIGHS JUST UNDER 3,700 POUNDS,

AN INCREDIBLY LOW WEIGHT FOR A HYBRID SPORTS CAR.

THIS ALUMINUM HONEYCOMB LAYER

KEEPS THE CAR'S CHASSIS AT AN EVEN LOWER WEIGHT.

WITH A SMALL OFFSET TOOL, THE SPECIALIST INSTALLS

THE HONEYCOMB SHEETS INTO COMPLEX AREAS.

THIS RED FLUOROPOLYMER RELEASE FILM HAS PERFORATIONS

THAT ALLOW AIR AND EPOXY RESIN TO FLOW THROUGH IT.

THE FILM ALLOWS THE HONEYCOMB CORES AND CARBON FIBER LAYERS

TO BIND TOGETHER.

TECHNICIANS FIT MORE CARBON FIBER SHEETS ONTO THE MOLD,

TRIMMING ANY EXCESS PIECES WITH UTILITY KNIVES.

IN ADDITION TO CARBON-FIBER- REINFORCED PLASTIC,

MAGNESIUM AND ALUMINUM ARE USED

TO KEEP THE CHASSIS WEIGHT DOWN TO 3,615 POUNDS.

REMOVABLE WHITE COVERS ARE FOR DE-MOLDING.

THEY USE PLASTIC BAGS AND SUCTION HOSES

TO SEAL FIBROUS LAYERS ONTO THE MOLD.

PERMEABLE LIGHTWEIGHT POLYESTER SHEETS,

KNOWN AS BREATHER CLOTHS,

RECEIVE A SPRAY OF ADHESIVE LIQUID

TO BOND THEM INTO POSITION.

THE FABRIC ABSORBS EXCESS RESIN

AND ALLOWS AIR TO FLOW FREELY

BETWEEN THE BAG AND THE COMPOSITE

BEFORE IT ENTERS THE AUTOCLAVE.

NEXT, A THICK PLASTIC BAG

CREATES A SECONDARY AIRTIGHT COVER OVER THE MOLD.

THIS ALLOWS FOR EASY INSPECTION OF THE LAMINATE AS IT CURES.

IN A PRESSURIZED OVEN KNOWN AS AN AUTOCLAVE,

THE FIBROUS CHASSIS MATERIAL CURES AT 248 DEGREES,

FORCING THE MATS TO RELEASE THEIR IMPREGNATED RESIN.

AN INJECTOR PUMP USES HOSES TO VACUUM OUT THE AIR,

THEN PRESSURIZES THE VESSEL WITH INERT GAS.

FOR A 12-HOUR SOAK PERIOD,

THE AUTOCLAVE WILL USE HEAT AND HIGH CONSOLIDATION PRESSURE

TO CURE THE CARBON FIBER SHEETS ONTO THE MOLD.

AFTER THE SOAK PERIOD,

A COOLING CYCLE BRINGS THE TEMPERATURE DOWN,

DEPRESSURIZES THE VESSEL, AND STOPS THE GAS.

ONCE IT'S COMPLETE, THE TECHNICIANS

REMOVE THE CHASSIS COMPONENTS FROM THE MOLDS.

THE CHASSIS STILL NEEDS WORK.

IN THE FINISHING CHAMBER,

A ROBOTIC DRILL PRESS PIERCES HOLES IN THE CHASSIS

FOR THE CAR'S VARIOUS COMPONENTS.

NEXT, THE CHASSIS IS SUBJECTED

TO AN AGE-OLD NONDESTRUCTIVE TEST USING A TAP HAMMER.

THIS EXAMINATION VERIFIES NEAR-SURFACE DELIMITATIONS.

AN ACOUSTIC TRANSDUCER CHECKS FOR LAMINATION QUALITY

THAT IS INVISIBLE TO THE NAKED EYE.

A STERILE GEL COUPLING PROVIDES AN ACOUSTIC SIGNAL

BETWEEN THE ULTRASOUND TRANSDUCER

AND THE INSPECTION AREA.

THE TRANSDUCER SENDS AND RECEIVES REFLECTIVE WAVE FORMS

TO DETECT IMPERFECTIONS.

THEIR INTENSITY AND DISTANCE ARE SENT TO THE DIAGNOSTIC DISPLAY.

IN A LARGER SECTION OF THE FACTORY,

PRODUCTION SPECIALISTS PREPARE THE CHASSIS UNITS

FOR ENGINE PARTS AND MORE.

WITH THE AID OF A SERVICE CONSOLE AND TORQUE WRENCH,

A TECHNICIAN INSTALLS CUSTOM ALUMINUM MOUNTING INSERTS

IN PREDRILLED OPENINGS.

THE SUPPORT BRACKET WILL LINK SUSPENSION CONTROL ARMS

TO THE ENGINE FRAME.

THESE SUPPORT UNITS ARE MADE FROM CAST ALUMINUM.

THEY SECURE THE ATTACHMENT OF THE DRIVETRAIN

AND THE SUSPENSION TO THE CHASSIS.

THE CARBON FIBER AIR BOXES THAT FEED THE V-8 ENGINE CLEAN AIR

ARE PART OF THE CHASSIS.

THIS DESIGN FEATURE IS BOTH

ENERGY-EFFICIENT AND A SPACE SAVER.

Narrator: THE PORSCHE 918 SPYDER'S V-8 ENGINE

IS COUPLED TO DYNAMIC HYBRID MODULES.

THEY NOT ONLY ALLOW THE CAR TO OPERATE ELECTRICALLY,

THEY ALSO CONVERT KINETIC BRAKING ENERGY

INTO REUSABLE ELECTRICITY.

ASSEMBLING A HYBRID MODULE

STARTS WITH A MAGNET AC SYNCHRONOUS MOTOR

MADE UP OF A STATOR AND A ROTOR.

THE STATOR CONSISTS OF

WOUND CONDUCTORS AND ARMATURE FRAMEWORK,

SELECT SMALL COILS WITH COPPER WINDING WIRES

ATTACHED TO THE CIRCULAR ARMATURE.

EACH COIL MOUNTS ONTO THE LAMINATION STACK,

WHICH INCLUDES THE STATOR AND ROTOR CORE.

EVERY COIL IS MADE OF 50 WINDINGS OF COPPER WIRE,

PLASTIC END CAPS, AND ISOLATION PAPER.

EACH COIL AUTOMATICALLY BECOMES PART OF THE ROTATED STACK.

THE COILS MOUNT PRECISELY TO THE STACK

TO GENERATE THE NECESSARY CHARGE.

WHEN COMPLETE, THE LAMINATION STACK

CONSISTS OF OVER 200 SHEETS OF METAL.

THE ARMATURE MOVES SLOWLY INTO A BRAZING STATION.

COPPER WIRE ENDS JOIN THE INNER CONNECTORS

THROUGH A HIGH-TEMPERATURE FUSION PROCESS.

THE ELECTRIC INTERCONNECTION OF THE COILS

IS ESTABLISHED BY BRAZING THE TWO COPPER WIRES OF EACH COIL

AT ALMOST 800 DEGREES.

PLASMA-ACTIVATED SILICONE IS APPLIED

TO SECURELY INSULATE THE INNER CONNECTION.

TO ENSURE ITS COHESION,

AN AUTOMATED DEVICE DELIVERS LOW-TEMPERATURE PLASMA,

CREATING A THERMOPLASTIC LAYER.

THIS IS THE SILICONE IN ITS LIQUID STATE.

THE NEXT PART OF THE PROCESS IS CALLED TRICKLE IMPREGNATION.

THE ARMATURE REVOLVES ON AN AUTO-CENTERING CHUCK.

AS IT ROTATES, A SERIES OF DRIPPERS

APPLY INSULATING RESIN TO THE WINDINGS AT CONTROLLED RATES.

IN THE FINAL STAGES OF THE MOTOR'S ASSEMBLY,

THE ARMATURE, THE ELECTRIC METAL SHEETS, AND COILS

MOUNT ONTO A BASE CARRIER.

ONCE THEY LOCK INTO POSITION,

THE AIR-GUIDE FRAME LOWERS INTO THE ARMATURE.

THE OUTER FRAME AIDS IN THE AIR VENTILATION PATHS

BETWEEN PARTS AND SOUNDPROOF ENCLOSURE DURING OPERATION.

THE CURRENT-CONNECTING SLIP RINGS AND COVER

COMPLETES THE MANUFACTURING OF THE STATOR UNIT.

A SMALL CEILING ROBOT ACCURATELY POSITIONS AND DISPENSES RESIN

ONTO THE ROTOR'S ENCASEMENT.

IT CAN CONTROL ALL ASPECTS OF APPLICATION PARAMETERS

SUCH AS FLUID FLOW AND SPEED PROPORTIONAL CONTROL.

ONE AT A TIME, A SPECIALIST PLACES MAGNETS

INTO THE MAIN CLUTCH OF A POSITIONING JIG.

THE JIG'S COMPRESSION VICE ALIGNS AND FIRMLY ATTACHES

THE MAGNET TO THE HEAVY-DUTY RESIN ON THE ROTOR CASE.

WITHIN AC SYNCHRONOUS MOTORS,

MAGNETIC FIELDS FORM IN BOTH THE ROTOR AND THE STATOR,

PRODUCING A TORQUE ON THE MOTOR SHAFT.

THIS IS THE UNION OF THE ROTOR AND THE STATOR.

THIS BEARING BRACKET CREATES A CLEARANCE GAP

BETWEEN THE TWO ELEMENTS.

THE BRACKET MAINTAINS EVEN SPACING

BETWEEN THE PARTS THROUGH THE 360 DEGREES OF ROTATION.

THE SPECIALIST ADDS THE HOUSING, POWER TERMINAL, AND CABLES.

THE TERMINAL MANAGES THE POWER FIELD

AS ELECTRICITY FLOWS FROM THE BATTERY TO THE ELECTRIC MOTOR.

LIKE MOST ELECTRIC AND HYBRID CARS

WITH A HIGH-VOLTAGE ELECTRICAL SYSTEM,

CABLES AND CONNECTORS ARE COLORED BRIGHT ORANGE

FOR SAFETY.

Narrator: THE PORSCHE 918 SPYDER'S

4.6-LITER, 8-CYLINDER ENGINE PRODUCES 608 HORSEPOWER,

THE HIGHEST POWER OUTPUT PER LITER

OF ANY PORSCHE NATURALLY-ASPIRATED ENGINE.

ON THE COMBUSTION ENGINE'S ASSEMBLY LINE,

THE ENGINE BLOCK SHIFTS TO A LIGHTWEIGHT TROLLEY.

IT USES A VERTICALLY-MOUNTED SLEW RING,

WHICH CONNECTS TO A BRACKET ON THE BLOCK'S CRANKSHAFT HOUSING.

WHEN THE ENGINE BLOCK LOCKS INTO PLACE,

IT CAN ROTATE 360 DEGREES, ALLOWING FOR COMPLETE ACCESS.

THE CRANKSHAFT AND ITS CONTAINMENT CLAMPS

ARE LOCKED IN PLACE

TO KEEP THE REVOLVING ENGINE PART IN POSITION.

THEN A TECHNICIAN USES

A MICROCHIP-CONTROLLED TORQUE WRENCH

TO TEST THE JOINTS, ADJUST THE TORQUE,

AND EXAMINE THE ENGINE LIMITS.

THEY USE A DIAL BORE GAUGE

TO ASSESS THE INSIDE DIAMETER OF CONNECTING ROD BOLTS.

CYLINDER HEAD BOLTS ARE THE CONNECTING ELEMENTS

BETWEEN THE ENGINE BLOCK, CYLINDER HEAD GASKET,

AND CYLINDER HEAD.

THE BOLT-TIGHTENING FORCE IS AN IMPORTANT FACTOR

FOR THE MUTUAL SEALING OF THE COMBUSTION CHAMBER,

OIL AND COOLANT CHANNELS, AS WELL AS THE AMBIENT AIR.

NEXT, ALREADY-INSTALLED CAMSHAFT BRACKETS LOCK INTO POSITION

WITH THEIR PROPER FASTENING BOLTS BY A POWER DRIVER.

PIPING KNOWN AS FUEL INJECTION RAIL

IS INSTALLED WITH A TORQUE WRENCH.

THE RAIL SUPPLIES PRESSURIZED FUEL

TO INDIVIDUAL INJECTORS WITHIN THE ENGINE.

THE ENGINE'S HANDMADE WIRING HARNESS IS CRUCIAL.

THE WIRES ARE BOUND TOGETHER BY CABLE TIES

TO SAVE SPACE AND MINIMIZE THE EFFECTS

OF VIBRATIONS, ABRASIONS, AND MOISTURE.

THE ALUMINUM ENGINE BLOCK,

FINALIZED WITH THE REAR ELECTRIC MOTOR,

IS READY TO JOIN THE 7-SPEED TRANSMISSION BLOCK.

NEXT, A SPECIALIST PLACES THE 7-SPEED GEARBOX

INTO POSITION WHERE IT WILL JOIN THE DRIVESHAFT.

THE GEARBOX PROVIDES THE CONTROLLED APPLICATION OF POWER

TO THE WHEELS.

THEN THE DRIVESHAFT AND LINKAGE ARMS ARE CONNECTED

TO THE GEARBOX OF THE FRONT ELECTRIC DRIVE SYSTEM.

THE SUSPENSION CONTROL ARMS ARE INSTALLED.

THEY MANAGE THE MOTION OF THE WHEELS

AS THE CAR REBOUNDS OR DROOPS ON THE ROAD.

NEXT IS THE AIR-CONDITIONING COMPRESSOR,

THE HEART OF THE A.C. SYSTEM.

IT TAKES THE REFRIGERANT GAS AND PRESSURIZES IT TO COOL AIR.

IT'S RUN BY AN ENGINE BELT AND ELECTRICALLY-OPERATED CLUTCH.

A WORKER ADDS THE SUSPENSION SHOCKS.

THEY ARE PART OF AN ADAPTIVE SHOCK ABSORBER

AND REAR-AXLE STEERING SYSTEM,

WHICH PROVIDES ELECTROMECHANICAL WHEEL ADJUSTMENT.

WITH A TORQUE WRENCH,

A SPECIALIST INSTALLS AND FASTENS THE FINAL BOLTS

TO COMPLETE THE RUNNING GEAR.

IN PURELY ELECTRIC MODE,

THE 918 SPYDER ATTAINS ZERO TO 60 IN SIX SECONDS

AND A TOP SPEED OF 93 MILES PER HOUR.

DEFINITELY ELECTRIFYING.

Narrator: THE 918 SPYDER'S ARRANGEMENT OF INNOVATIVE DESIGN

AND HYBRID TECHNOLOGY RIVALS ANY RACECAR.

WITH REVOLUTIONARY COMPONENTS

AND HIGH-RECUPERATION PERFORMANCE,

IT IS THE SUPERCAR OF THE FUTURE.

ON AN ENGINE CRADLE DOLLY,

TECHNICIANS BRING THE CARRIER UNIT

TO THE DRIVE-SYSTEM ELEMENTS.

THIS INCLUDES THE V-8 ENGINE, AN ELECTRIC DRIVE, AND GEARBOX.

TUBING TO THE AIR FILTER AND THE ENGINE'S EXHAUST

ARE SUBSEQUENTLY FIT.

THE CARRIER UNIT HAS THREE SPECIFIC MOUNTING POINTS

FOR THE DRIVE SYSTEM --

TWO POINTS IN THE FRONT OF THE CARBON FIBER UNIT

AND ANOTHER IN THE REAR SECTION.

IN THE FRONT, TWO LIGHTWEIGHT GRAY CAST IRON MOUNTING BRACKETS

ARE ATTACHED WITH A POWER DRIVER TO HOLD THE MOTOR IN POSITION.

THE OVAL-SHAPED AIR FILTERS

PROTECT THE FUEL-INJECTION AND AIR-INTAKE SYSTEMS

FROM DUST AND DEBRIS THAT CAN BE SUCKED IN DURING OPERATION.

TECHNICIANS CONNECT THE POWER TERMINAL

AND HIGH-VOLTAGE CABLES TO THE LITHIUM-ION BATTERY.

THE BATTERY THEN SHUTTLES TO A FINISHED MONOCOQUE.

WITH THE ASSISTANCE OF AN ELECTRIC DRIVE STACKER,

THE MONOCOQUE SHELL HOVERS ABOVE THE BATTERY.

THE POWER SOURCE RAISES TO ITS NEW HOME

BELOW THE FUEL TANK AND BEHIND THE COCKPIT.

THE LIQUID-COOLED 6.8-KILOWATT- AN-HOUR BATTERY PACK

HAS 312 INDIVIDUAL CELLS

AND DISCHARGES 220 KILOWATTS OF PEAK POWER.

TWO TECHNICIANS INSTALL

THE 18-GALLON ALUMINUM HYBRID-PRESSURE FUEL TANK.

THE TANK SITS INSIDE THE MONOCOQUE BEHIND THE SEATS.

AFTER THE FUEL CELL,

THEY ADD A LOW-MASS ALUMINUM HEAT-RESISTANT PANEL

ALONG WITH PROTECTED CABLING.

THIS ALUMINUM SHELL REDUCES THE TRANSMISSION OF HEAT

AND VIBRATIONS TO THE COCKPIT.

NEXT, TECHNICIANS ADD THE CARRIER UNIT

MOUNTED WITH THE ENGINE COMPONENTS

TO THE MONOCOQUE COCKPIT SECTION.

TECHNICIANS USE TORQUE WRENCHES TO ADJUST THE BOLTS THAT JOIN

THE INTERLOCKING CARBON FIBER RESIN POLYMER STRUCTURES

TOGETHER.

THIS IS THE EXHAUST SYSTEM WITH TOP PIPES.

IT IS MADE OF EXTREME HEAT AND PRESSURE-RESISTANT STEEL.

THE SYSTEM IS ALSO WRAPPED

IN THIN-WALLED HEAT- AND NOISE-BARRIER SHIELDS.

BELOW THE EXHAUST IS A TEMPORARY TARPAULIN SHEET

TO PROTECT THE ENGINE CRADLE AND OTHER PARTS.

A TECHNICIAN ATTACHES THE RUNNING GEAR

TO THE REAR SECTION OF THE CHASSIS.

A LIFT ELEVATES THE DRIVETRAIN, THE SUSPENSION SYSTEM,

AND BRAKING UNITS INTO POSITION.

THE RUNNING GEAR IS BOLTED TO THE CARRIER UNIT

USING A POWER DRIVER.

HERE, THE CAR'S STYLISH SILLS MEET THE CHASSIS,

INCLUDING THE RIGHT PANEL WITH THE FUEL CAP.

USING A FEELER GAGE,

THE MEASUREMENT OF THE CLEARANCE IN GAP WIDTH

BETWEEN THE TWO PARTS IS TAKEN FOR ACCURACY.

NEXT, MORE ULTRALIGHT CARBON FIBER PANELS

ARE ADDED TO THE BODY OF THE CAR.

FOR THOSE WHO WANT TO KEEP THE CAR AS LIGHTWEIGHT AS POSSIBLE,

A PRICY WEIGHT-REDUCING COATING IS AVAILABLE

INSTEAD OF METALLIC PAINT.

DURING THE FINAL STAGES OF ASSEMBLY,

EACH CAR'S VARIOUS AESTHETIC COMPONENTS,

INCLUDING THE EXTERIOR ACCESSORIES,

LIGHTS, AND INTERIOR TRIM ARE PAINSTAKINGLY FIT.

THIS IS ONE OF VERY FEW SUPERCARS

THAT EMPLOYS A MODERN YET HANDCRAFTED PRODUCTION LINE.

A SPECIALIST ATTACHES

THE ADJUSTABLE, AERODYNAMIC, THREE-SETTING RETRACTABLE WING

AND MEASURES IT WITH A FEELER GAGE FOR A PRECISION FIT.

HE ALSO CHECKS THE HYDRAULIC OPERATION OF THE WING

TO ENSURE THAT THE MECHANICAL LINKAGE,

ADJUSTING CYLINDERS, AND GUIDANCE

ALL OPERATE WITHIN DESIRABLE LIMITS.

HE CALCULATES THE GAP WIDTH TO ENSURE THE FIT OF THE SPOILER.

TECHNICIANS INSTALL

THE STAINLESS-STEEL EXHAUST SYSTEM COVER PLATE.

THIS COCKPIT IS CLEARLY IMAGINED WITH THE DRIVER IN MIND.

THE CONTROLS ARE GROUPED AROUND A MULTIFUNCTION STEERING WHEEL,

MERGING WITH THREE LARGE, ROUND INSTRUMENT PANELS.

IT IS POLISHED OFF WITH AN INFOTAINMENT BLOCK

IN AN ELEVATED CENTER CONSOLE.

AS A PLUG-IN HYBRID, THIS AUTOMOBILE COMBINES

THE DRIVING DYNAMICS OF A PERFORMANCE RACECAR

WITH A LOW THIRST FOR FUEL, MAKING THE DRIVE FUN AND LONG.

IF THINGS ARE KEPT PURELY ELECTRIC,

A DRIVE RANGE OF 18 MILES IS ACHIEVABLE.

TWO REMOVABLE ROOF PANELS OFFER A PREMIUM VIEW.

CONTROL PANELS FOR CLIMATE CONTROL,

WING ADJUSTMENT, AND COMMUNICATIONS

CONNECT THE DRIVER TO THE CAR.

NO LONGER JUST A CONCEPT CAR MADE FOR SHOWROOMS,

THE PORSCHE 918 SPYDER IS A LIVING DREAM.

IT CONTRIBUTES TO A LONG-STANDING TRADITION

OF EXCEPTIONAL SUPERCARS.

A SPORTS CAR UNLIKE ANY OTHER, IT BREAKS THE BOUNDARIES

OF STYLE, PERFORMANCE, AND TECHNOLOGY,

DEFIANT IN DESIGN TO INSPIRE GENERATIONS

OF ENGINEERS, ENTHUSIASTS, AND HYBRID SUPERCARS TO COME.