All language subtitles for How.Its.Made.Dream.Cars.S04E05.Ariel.Atom.3S.1080p.DSCP.WEB-DL.AAC2.0.H.264-NTb_track3_[eng]

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

THE ARIEL ATOM 3S,

A SUPERCAR BUILT FOR THE TRACK
BUT COMFORTABLE ON THE ROAD.

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

CAPTIONS PAID FOR BY
DISCOVERY COMMUNICATIONS

♪♪

THE 20,000-SQUARE-FOOT FACILITY

LOCATED IN HALIFAX COUNTY,
VIRGINIA,

HOUSES THE TMI
AUTOTECH HEADQUARTERS.

THIS IS WHERE
HIGHLY SKILLED WORKERS

ASSEMBLE THE ARIEL ATOM 3S.

FOR THE FINAL ASSEMBLY STEP,

EACH UNIT IS ASSIGNED
TO ONE TECHNICIAN

WHO COMPLETES THE MONTH-LONG
MANUFACTURING PROCESS.

TECHNICIANS WORK SIDE
BY SIDE ON FIVE UNITS

AT DIFFERENT STAGES
OF THE ASSEMBLY PROCESS.

IT TAKES ABOUT 4 WEEKS

TO GET FROM THE BARE,
POWDER-COATED CHASSIS

TO THE ASSEMBLED EXOSKELETON
OF THE CAR,

WHICH IS FITTED
WITH A FIBERGLASS BASE.

THE BASE HOLDS A LAMINATED
SAFETY GLASS WINDSHIELD,

A FRONT-MOUNTED
ALUMINUM RADIATOR,

AND FIVE-SPOKE
RACE MOTOR SPORT WHEELS.

THIS 3S COMES EQUIPPED
WITH HIGH-OUTPUT HEADLIGHTS,

A PUSH-ROD AND ROCKER-ARM
REAR SUSPENSION SYSTEM,

SPECIAL 12-SPOKE RIMS,

AND LOADED WITH
A 365-HORSEPOWER ENGINE.

THE TWO IN-FRONT
SUSPENSION DAMPERS

ALLOW THE CAR
TO BEND INTO CURVES

RATHER THAN DARTING INTO THEM.

♪♪

A MECHANICAL ENGINEER REVIEWS
THE ATOM'S EXOSKELETON DESIGN,

USING A CAD SOFTWARE

TO STUDY A 3-D MODEL
OF THE CHASSIS.

HE GOES OVER
THE WELDING SPECIFICATIONS

FOR ALL 183 INDIVIDUAL PIECES
COMPRISING THE CHASSIS.

A FABRICATION TECHNICIAN
ASSEMBLES THE CHASSIS

ON A MODULAR FIXTURE TABLE.

HE POSITIONS
THE MACHINED ALUMINUM JIG

AND SECURES IT IN PLACE.

THIS KEEPS
THE CHASSIS TUBE STABLE

DURING THE WELDING PROCESS.

THE TECHNICIAN BRINGS IN
A ROLLED STEEL TUBE,

WHICH WILL FORM THE RIGHT
UPPER SIDE RAIL OF THE CHASSIS.

HE PLACES THE TUBE FLUSH
AGAINST THE FRONT-END MODULE

BEFORE HE POSITIONS ANOTHER TUBE
ACROSS THE FRAME.

THE ENTIRE CHASSIS
IS BUILT USING MILD STEEL.

THE ELECTRIC RESISTANCE
WELDING PROCESS

INCREASES THE STRENGTH
AND HARDNESS OF THE STEEL

WHILE DECREASING ITS DUCTILITY.

THE ROLLED STEEL IS FORMED
INTO A ROUND TUBE

AND CLOSED USING
A FLASH BUTT WELDING TECHNIQUE.

THE TUBE IS THEN DRAWN
OVER A MANDREL

TO REMOVE THE WELD SEAM.

THIS PROCESS MAKES
THE CHASSIS STIFFER

AND MORE RESISTANT,

LEAVING THE TUBING
VIRTUALLY SEAMLESS.

THE TECHNICIAN BRINGS IN
THE SIDE RAIL,

ALIGNS IT WITH THE LASER-NOTCHED
END OF THE MAIN TUBE,

AND PLACES IT
ON THE FRONT-END MODULE.

IT TAKES ABOUT A DAY
TO TACK THE ENTIRE CHASSIS

BEFORE IT'S READY
FOR FINISH WELDING.

A WELDER STARTS ON THE BASE
OF A CHASSIS TUBE

USING A TIG WELDING TORCH

AND A SILICON BRONZE ROD.

NEXT, HE TAKES SMALL
LASER-CUT STEEL PARTS

THAT HAVE BEEN ENGINEERED
TO MAKE CHASSIS BRACKETS.

HE PLACES THE PIECES
ON A ROTATING WELDING FIXTURE,

CLAMPS THEM FIRMLY,

AND WELDS THEM USING
A SMALL SILICON BRONZE TIG ROD.

THE MELTING POINT
OF SILICON BRONZE

IS AROUND 1,800 DEGREES
FAHRENHEIT,

ABOUT 700 DEGREES BELOW
THE MELTING POINT OF STEEL.

SILICON BRONZE WELDING
REQUIRES LESS HEAT.

SO THERE'S LESS OF A CHANCE
THAT THE WELDER WILL MELT

THE STEEL BASE METAL
INTO THE WELD,

WHICH COULD THEN BRITTLE
OR CRACK.

THE WELDER PUTS THE PIECE
ON AN ALUMINUM BLOCK

AND SECURES IT
WITH CUSTOMIZED FIXTURES.

HE PLACES ANOTHER LASER-CUT
STEEL PIECE ON THE BLOCK.

HE USES A FIXTURE
TO HOLD IT IN PLACE.

THIS TIME, HE USES
A STEEL FILLER ROD

BECAUSE THIS PARTICULAR
WELDING SEAM

WILL NOT BE VISIBLE
ON THE CHASSIS.

THESE THREE-PIECE BRACKETS
FORM ROLL BAR MOUNTS.

USING A LOCATOR FIXTURE
AND A SPACER,

THE WELDER POSITIONS THE BRACKET
ON THE FRAME.

HE SECURES THE FIXTURE IN PLACE
BY DRIVING ITS THREADED HEAD

THROUGH A HOLE
MACHINED INTO THE TUBING.

USING A TIG TORCH,

THE WELDER BRAZES
THE SILICON BRONZE FILLER,

WHICH BONDS THE BRACKET
TO THE MAIN SIDE RAIL

AND TO THE REAR
SUB-FRAME ASSEMBLY.

HE REMOVES THE LOCATOR FIXTURE,

LEAVING THE ROLL BAR MOUNTS
SAFELY WELDED ONTO THE CHASSIS.

THE CHASSIS RESTS ON A ROTATING
FIXTURE CALLED A ROTISSERIE.

ON THIS WELDING JIG,

THE CAR'S EXOSKELETON
CAN ROTATE A FULL 360 DEGREES.

THIS ENSURES ACCURATE WELDING

AND SAFE ACCESS
TO ALL WELDING POINTS.

THE ASSEMBLED SPACE FRAME

COMES WITH A DISTINCTIVE
AIR INTAKE HOOP

AND AN EMBEDDED STEERING COLUMN
WELDED INTO THE CHASSIS.

♪♪

♪♪

Narrator: THE COLD-ROLLED
STEEL FENDER STAY

IS A DISTINCTIVE PART
OF THE ARIEL ATOM.

IT FEATURES A STOP WASHER

SPOT WELDED
WITH A TIG STEEL FILLER

AND MIG-WELDED MOUNTING TABS
FOR BETTER RESISTANCE.

♪♪

A WORKER FEEDS ROLLED STEEL
INTO A TUBE-BENDING MACHINE.

THE WIPER DIE SYSTEM BOTH BENDS

AND PUTS PRESSURE
ALL AROUND THE TUBE

TO PREVENT IT FROM COLLAPSING
OR DEFORMING.

AS THE NEXT TUBE SECTION
COMES OUT,

THE BEND DIE RETURNS
TO ITS AXIS.

THE CLAMP DIE AND PRESSURE DIE

MOVE INTO POSITION
FOR THE SECOND BEND.

IN LESS THAN ONE MINUTE,

THE MULTI-RADIUS CNC
TUBE BENDING MACHINE

AUTOMATICALLY MAKES
A SERIES OF FOUR BENDS

TO FORM THE FENDER STAY.

THIS CNC BENDER
ALLOWS FOR ACCURATE BENDS

AS WELL AS REPEATABILITY
FOR FUTURE BUILDS.

A WELDER NOW BRINGS
THE FENDER STAY

FROM THE TUBE BENDING MACHINE
TO THE WELDING TABLE.

HE MOUNTS TABS
ON A MACHINED ALUMINUM FIXTURE

DESIGNED TO ENSURE
THE MOST ACCURATE WELDING.

HE THEN INSERTS
AND ROUGHLY LOCATES WASHERS

ON THE FENDER STAY TUBE.

ONCE THE WASHERS ARE IN PLACE,

THE WELDER POSITIONS
THE FENDER STAY ON THE FIXTURE.

HE COMPLETES THE ASSEMBLY
WITH AN ADDITIONAL MOUNTING TAB.

HE STARTS WELDING
THE MOUNTING TABS

USING A MIG WELDING TORCH.

WHILE CURRENT FLOWING
BETWEEN THE ELECTRODE

AND THE METAL
CREATES AN ELECTRIC ARC,

SHIELDING GASES BLOW
THROUGH THE TORCH.

THIS PREVENTS
AMBIENT ATMOSPHERIC GASES

FROM FLOWING INTO THE WELD.

THE WELDER THEN SWITCHES BACK
TO TIG WELDING

TO TACK-WELD
THE FENDER STOP WASHER.

ONCE THE WELDING IS COMPLETE,

THE WELDER UNFASTENS THE WORK
PIECE FROM THE FIXTURE

AND TAKES IT
TO THE ASSEMBLY LINE.

MEANWHILE, AN ENGINEER WORKS
ON THE UPRIGHT ASSEMBLY HOUSING.

IN HIS 3-D CAD SYSTEM,

HE STUDIES THE INTERACTION
OF THE PIECES,

SUCH AS THE DRIVE FLANGES
AND THE WHEEL BEARING.

HE CHECKS THE FIT
BETWEEN THE PIECES

BEFORE THE UPRIGHT
FABRICATION BEGINS.

A FABRICATION TECHNICIAN NOW
TAKES A WHEEL BEARING HOUSING

AND MOUNTS IT
ON AN ALUMINUM JIG.

HE INSERTS A LOCATING FIXTURE
THROUGH THE HOUSING

TO ENSURE CORRECT PLACEMENT
OF THE PIECE IN THE ASSEMBLY.

NEXT, HE PICKS UP
A CAREFULLY MACHINED PART

AND FITS IT
TO THE WHEEL BEARING HOUSING

USING ANOTHER
SCREW-ON LOCATING FIXTURE.

HE REPEATS THE OPERATION
ON THE OTHER SIDE

TO FORM THE UPRIGHT.

THE TECHNICIAN CLOSES
THE ASSEMBLY WITH METAL PLATES

LASER-CUT
FOR A HIGH-PRECISION FIT

AGAINST THE WHEEL BEARING
HOUSING.

THE TECHNICIAN HAMMERS ANOTHER
LOCATING FIXTURE IN PLACE

BEFORE HE POSITIONS
THE LASER-CUT STEEL PIECE

TO COMPLETE
THE UPRIGHT ASSEMBLY.

USING A MIG WELDING TORCH,

HE STARTS WELDING
THE PARTS TOGETHER,

FOLLOWING A CONSISTENT PATTERN

TO ENSURE THAT ALL JOINTS
ARE WELDED PROPERLY.

THE PROCESS TAKES
ABOUT 20 MINUTES TO COMPLETE.

AFTER WELDING,
THE UPRIGHT GOES FOR MACHINING

TO ENSURE THE CORRECT BORE SIZE
FOR THE BEARING.

MOUNTED ON A CNC LATHE,

THE PIECE STARTS TURNING
COUNTERCLOCKWISE.

A COOLING SPRAY
PREVENTS THE PIECE

FROM OVERHEATING
WHILE THE HIGH-SPEED LATHE

BORES A SOCKET FOR THE BEARING
INSIDE THE HOUSING.

THE MACHINED UPRIGHT IS READY
FOR POWDER COATING.

A TECHNICIAN ASSEMBLES
THE POWDER-COATED UPRIGHT.

HE PLACES THE BEARING
IN THE HOUSING

AND ACTIVATES
THE HYDRAULIC PRESS.

THE POWER HEAD OF THE PRESS

SLOWLY PUSHES THE BEARING
INTO THE HOUSING.

THE PRESS IS EQUIPPED
WITH A CUSTOM ALUMINUM TOOLING,

PRESSING ONLY ON THE OUTER
PORTION OF THE BEARING.

IT USES LOW PRESSURE
TO AVOID DEFORMATION

OF THE BEARING OR HOUSING.

THE TECHNICIAN
TAKES A RETAINING RING

DESIGNED TO SECURE THE BEARING

AND INSERTS IT MANUALLY
INTO THE HOUSING.

USING AN L-KEY TOOL,
HE PUSHES THE SPIRAL LOCK RING

INTO THE HOUSING.

CONTRARY TO SELF-LOCKING
RETAINING RINGS,

THE SPIRAL RING SIMPLY POPS

INTO A MACHINED GROOVE
IN THE HOUSING.

♪♪

ONCE THE BEARING IS LOCKED IN
FROM THE BACK

WITH THE RETAINING RING,

THE TECHNICIAN PLACES
THE BEARING SEAL

ON THE FRONT SIDE
OF THE ASSEMBLY.

HE POSITIONS AN ALUMINUM TOOLING
ON THE BEARING SEAL

AND USES AN ARBOR PRESS
TO FIT IT TIGHTLY

INTO THE UPRIGHT
ASSEMBLY HOUSING.

THE SEAL KEEPS CONTAMINANTS
OUT OF THE BEARING

TO ENSURE
MAXIMAL ROTATION SPEED.

THE TECHNICIAN PLACES
THE DRIVE FLANGE ON THE JIG

AND INSTALLS
THE UPRIGHT ON TOP.

HE LOWERS THE POWER HEAD
AGAINST THE BEARING

AND USES THE ARBOR PRESS

TO PUSH THE DRIVE FLANGE
INTO THE WHEEL BEARING.

THE TECHNICIAN THEN
REMOVES THE UPRIGHT ASSEMBLY

FROM THE JIG.

HERE,
YOU CAN SEE THE AXLE SPLINES

DRIVEN THROUGH THE WHEEL BEARING

BEFORE THE BEARING SEAL
IS INSTALLED.

♪♪

♪♪

Narrator: ASSEMBLING
AN ARIEL ATOM 3S STARTS

WITH THE DOUBLE WISHBONE
FRONT SUSPENSION.

THE AIR INTAKE HOOP
IS INTEGRATED

INTO THE EXOSKELETON CHASSIS

AS IS THE REAR SUBFRAME
HOUSING MODULE FOR THE ENGINE.

♪♪

AT THE TMI AUTOTECH
HEADQUARTERS,

TWO ASSEMBLY TECHNICIANS

SLIDE THE FIBERGLASS TUB
UNDERNEATH THE CHASSIS.

THEY LIFT IT UP
AGAINST THE SIDE RAILS

AND USE PRE-WELDED TABS

TO MOUNT IT ON THE CHASSIS
WITH ASSEMBLY NUTS AND BOLTS.

THE TECHNICIANS FIT
THE ALUMINUM FUEL TANK

RIGHT BEHIND THE SEAT.

THEY MAKE SURE
THE FUEL TANK IS LEVELED

AND TAKE MEASUREMENTS TO ENSURE
THAT THE ENGINE FITS PROPERLY.

USING MASKING TAPE

TO AVOID SCRATCHING
THE POWDER-COATED CHASSIS,

THEY FINE-TUNE
THE FUEL TANK'S POSITION.

THEY THEN DRIVE ASSEMBLY BOLTS
THROUGH THE MOUNTING TABS

TO HOLD THE TANK IN PLACE

BEFORE USING A RATCHET
AND WRENCH TO TORQUE THE NUTS.

NEXT, TECHNICIANS INSTALL
THE CHASSIS LOOM.

IT'S AN ELECTRICAL HARNESS
THAT CONNECTS

ALL THE ELECTRONIC COMPONENTS
TO A FUSE BOX.

A TECHNICIAN INSTALLS
THE CHASSIS LOOM ON THE CAR.

HE PLACES THE FUSE BOX

IN THE FIBERGLASS BATTERY BOX
AT THE FRONT.

HE THEN ROUTES THE HARNESS
ALONG THE CHASSIS

USING PRE-WELDED LOCATIONAL TABS
AND TIE WRAPS.

THE HARNESS ENDS
AT THE DASHBOARD,

WHERE THE LOOM WILL CONNECT

WITH THE DIGITAL DISPLAY UNIT
CONTROLLERS AND MONITORS.

THE TECHNICIAN FASTENS
THE HARNESS TO THE CHASSIS

WITH A TIE WRAP.

USING AN OVERHEAD HOIST,

TWO TECHNICIANS CAREFULLY LOWER
THE DRIVE TRAIN

INTO THE ENGINE COMPARTMENT
OF THE REAR SUB-FRAME.

WITH A HANDHELD TOOL,

A TECHNICIAN DRIVES
AN ENDLESS SCREW

TO ACTIVATE THE SPECIAL
TILTING MECHANISM OF THE HOIST.

THIS SYSTEM
ALLOWS THE TECHNICIANS

TO POSITION THE ENGINE
IN THE FRAME.

ONCE THE DRIVE TRAIN
IS IN POSITION,

THEY REMOVE THE HOIST.

A TECHNICIAN
CONNECTS THE EXHAUST

AND FORCED-INDUCTION
TURBOCHARGER

TO THE SINGLE PORT MANIFOLD
OF THE ENGINE.

HE BOLTS IT ONTO THE BACK
OF THE ENGINE

USING A TORQUE WRENCH
TO TIGHTEN THE NUTS.

HE NOW ASSEMBLES THE UPRIGHT
TO THE SUSPENSION.

HE INSERTS BOLTS
THROUGH THE ROD ENDS

OF THE LOWER SUSPENSION ARM.

THE BOLTS ACT AS FIRM
AND PRECISE ATTACHMENT POINTS

FOR THE UPRIGHT ASSEMBLY.

THESE LOWER ROD ENDS
WILL ALSO AID IN THE ALIGNMENT

OF THE VEHICLE SUSPENSION.

THE TECHNICIAN NOW
TAKES THE DRIVE AXLE

AND CONNECTS IT
TO THE TRANSMISSION.

HE LOCKS THE AXLE IN
WITH A SNAP RING

BEFORE CONNECTING THE UPRIGHT
TO THE DRIVE AXLE.

THE TECHNICIAN THEN SCREWS ON
THE AXLE NUT

AND COMPLETES THE ASSEMBLY

BY BOLTING THE UPRIGHT
TO THE UPPER WISHBONE.

NEXT, THE TECHNICIAN POSITIONS
THE FENDER STAY

IN THE SUSPENSION ASSEMBLY,

ALIGNING
THE PRE-WELDED MOUNTING TABS

OF THE FENDER STAY
WITH THE UPRIGHT.

HE THEN INSERTS ASSEMBLY BOLTS

AND USES AN ELECTRIC
TORQUE WRENCH TO TIGHTEN THEM.

THE TECHNICIAN NOW INSERTS

THE VENTILATED
AND FLOATING BRAKE DISK

ON THE WHEEL HUB.

HE BOLTS A WHEEL NUT IN PLACE

TO FACILITATE THE INSTALLATION
OF THE BRAKE CALIPER.

NEXT, HE MOUNTS

THE FOUR-PISTON BRAKE CALIPER
ON THE BRAKE DISK

AND ATTACHES IT
TO THE UPRIGHT ASSEMBLY.

THE TECHNICIAN INSERTS
A PAIR OF BRAKE PADS

BETWEEN THE CALIPER
AND THE DISK.

HE POSITIONS A BRACKET

AND INSERTS A LOCK PIN
THROUGH THE CALIPER,

SECURING THE BRAKE PADS
IN PLACE.

THE TECHNICIAN FINALLY INSTALLS
THE PARKING BRAKE CALIPER

ON THE REARWARD SIDE
OF THE BRAKE DISK.

HE COMPLETES THE BRAKE ASSEMBLY

BY BOLTING THE PARKING BRAKE
ON THE UPRIGHT

USING AN ELECTRIC IMPACT WRENCH
TO TORQUE THE BOLTS.

THE TECHNICIAN
NOW PREPARES TO INSTALL

THE REAR SUSPENSION DAMPER.

HE INSTALLS A FASTENER TO ATTACH

THE UPPER PORTION OF THE DAMPER
TO THE CHASSIS

AND INSERTS SPACERS ON THE LOWER
PORTION OF THE DAMPER.

HE ATTACHES THE DAMPER
TO THE BELL CRANK,

WHICH CONNECTS
THE SUSPENSION DAMPER

TO THE LOWER WISHBONE ARM.

FINALLY, HE INSTALLS
THE FIBERGLASS FENDER

OVER THE UPRIGHT ASSEMBLY.

♪♪

♪♪

Narrator: THE ATOM 3S FEATURES
A DISTINCTIVE AIR INTAKE SNORKEL

EMBEDDED IN THE CHASSIS,

TWO SIDE RADIATORS

INTEGRATED WITH A TURBOCHARGER
INTERCOOLING SYSTEM

AND A STAINLESS STEEL,

CUSTOM-FABRICATED,
REPACKABLE EXHAUST.

♪♪

THE FABRICATION TECHNICIAN

MOUNTS A FIVE-SPOKE MOTOR SPORT
WHEEL ON THE DRIVE FLANGE.

HE TIGHTENS THE NUTS

WITH AN ELECTRIC IMPACT
TORQUE WRENCH.

A FIBERGLASS ENGINE COVER
PROTECTS THE ENGINE BLOCK.

IT ALSO SERVES AS A BASE
FOR THE ENGINE COOLANT RESERVOIR

AND THE WASHABLE AIR FILTER,

WHICH IS SEALED
WITH THE INTAKE SNORKEL.

THE TECHNICIAN INSTALLS
THE FRONT RADIATOR

AND FAN ASSEMBLY
ON THE FRONT SUB-FRAME MODULE.

HE MOUNTS THE RADIATOR

ON BONDED RUBBER
INSULATION MOUNTS

DESIGNED TO ABSORB
VIBRATIONS FROM THE ROAD.

HE THEN CONNECTS THE RADIATOR
TO THE MAIN ELECTRICAL HARNESS.

TWO TECHNICIANS INSTALL

THE CUSTOM-MOLDED,
UPHOLSTERED SEAT COVER

ON TOP OF THE FIBERGLASS BUCKET.

THE COVER HAS BUILT-IN SLOTS
FOR THE GEAR SHIFT LEVER

AND FOR THE HARNESS
ANCHOR POINTS.

AT LAST,
A TECHNICIAN BRINGS IN

THE AERODYNAMIC
FIBERGLASS SIDE POD

AND POSITIONS IT ON TOP
OF THE SIDE RADIATOR.

THE TECHNICIANS
FINALIZE THE ASSEMBLY

WITH THE WIND SCREEN,

THE FIBERGLASS NOSE AND HOOD,

ALONG WITH THE FRONT WHEELS
AND FENDERS.

BEFORE LEAVING
THE ASSEMBLY AREA,

EACH CAR UNDERGOES
A SERIES OF TESTS

ON A CHASSIS DYNAMOMETER,
OR DYNO.

[ ENGINE REVS ]

THE DYNO USES WHAT IS CALLED
THE SALVISBERG ROLLER

TO MONITOR VARIOUS ASPECTS
OF THE CAR'S PERFORMANCE,

SUCH AS ENGINE SPEED
AND LOAD CONTROL.

IN A CONTROLLED ENVIRONMENT,

THE ROLLERS ALLOW THE TECHNICIAN
TO FIRE UP THE ENGINE,

BRINGING IT FROM IDLE
TO ALMOST 8,000 RPM.

A DRIVER NOW TAKES THE FINISHED
CAR TO A TEST TRACK.

THE DRIVER PAYS
SPECIAL ATTENTION

TO THE CAR'S ACCELERATION,
BRAKING, AND CORNERING.

HE ALSO LISTENS
FOR UNUSUAL SOUNDS

OR ABNORMAL VIBRATIONS.

THE TEST TRACK IS DESIGNED
TO PUT THE CAR TO THE TEST,

WITH SHARP TURNS EXERTING
VERY HIGH CORNERING FORCES

AND LONG, STRAIGHT STRETCHES
TO ASSESS THE ACCELERATION.

AFTER A SERIES OF LAPS,

THE CAR PULLS OFF THE ROAD
FOR A PIT STOP.

TECHNICIANS VISUALLY INSPECT
THE CAR

FOR LEAKS, LOOSE PARTS,
OR ANY AREAS OF CONCERN.

THE TECHNICIANS ALSO MANUALLY
INSPECT THE CAR

TO MAKE SURE NOTHING HAS COME
LOOSE DURING THE TEST LAPS.

WITH THE TECHNICIANS' APPROVAL,

THE DRIVER
HEADS BACK TO THE TRACK

FOR A LAST TEST DRIVE.

THIS ROAD-READY ATOM 3S FEATURES
A FRONT AIR FOIL

FOR LIFT REDUCTION,

SPECIAL 12-SPOKE WHEELS,

AND A HONDA 2.4-LITER ENGINE

TIGHTLY PACKED
UNDER A FIBERGLASS COVER.

EQUIPPED
WITH A SIX-POINT HARNESS,

A REMOVABLE STEERING WHEEL,

AND TWO-PIECE SPRING DAMPERS,

THIS HIGH-PERFORMANCE,
ROAD-LEGAL CAR

HAS SEVERAL
RACE-INSPIRED FEATURES,

SUCH AS
THE AERODYNAMIC SIDE PODS

AND THE REAR AIR FOIL
FOR DRAG REDUCTION.

A DRIVER NOW TAKES THE CAR

FOR A TOUR
ON SMALL COUNTRY ROADS.

ON A FLAT ROAD SURFACE,

THE CAR IS WELL-BALANCED

AND BITES SMOOTHLY
INTO THE CURVES.

THIS CAR IS NOT DESIGNED

FOR REGULAR,
INNER-CITY COMMUTERS.

THE ARIEL ATOM 3S IS A CAR

FOR DRIVING ENTHUSIASTS
TO ENJOY ON AN OPEN ROAD,

WHERE THE FULL POTENTIAL
OF THIS SUPERCAR

CAN BE PUT TO GOOD USE.