All language subtitles for How.Its.Made.Dream.Cars.S05E01.Ultima.Evolution.1080p.DSCP.WEB-DL.AAC2.0.H.264-NTb_track3_[eng]

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

THE ULTIMA EVOLUTION,

POSSIBLY THE QUICKEST PRODUCTION
VEHICLE IN THE WORLD.

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

CAPTIONS PAID FOR BY
DISCOVERY COMMUNICATIONS

♪♪

ULTIMA FIRST CAME ON THE SCENE
WITH THE MK1 BACK IN 1983.

INSPIRED BY THE FAMED GROUP "C"
LE MANS CARS OF THE 1980s,

THE MID-ENGINE MK1

WAS A NO-NONSENSE SPEED MACHINE
INSIDE AND OUT.

THE CAR'S CREATOR,

AUTOMOTIVE ENGINEER
AND DESIGNER LEE NOBLE,

SOLD HIS FIRST CAR,

THE ULTIMA MK2,
TO CIVIL ENGINEER TED MARLOW,

WHO WENT ON TO RACE IT
TO MANY VICTORIES

THROUGHOUT THE '80s.

TED MARLOW BOUGHT THE RIGHTS
TO THE BRAND IN 1991.

AND TOGETHER
WITH HIS SON, RICHARD,

TRANSFORMED ULTIMA

INTO A MANUFACTURER
OF STREET-LEGAL SUPERCARS

AVAILABLE AS KITS
OR AS PRODUCTION VEHICLES.

IN 2015, ULTIMA
INTRODUCED THE EVOLUTION.

WHILE THE EVOLUTION MAINTAINS
THE ULTIMA ETHOS

OF LE MANS GROUP "C"-INSPIRED
DESIGN,

OVERALL, THE CAR HAS
A MORE POLISHED LOOK.

BUT THE EVOLUTION
IS NO GRAND TOURER.

THIS CAR IS BUILT FOR SPEED,
NOT FOR LUXURY MOTORING.

DESIGN PRIORITY WAS GIVEN

TO PERFORMANCE
AND OPTIMAL AERODYNAMICS,

WITH ULTIMA EXTENSIVELY TESTING
THE EVOLUTION

IN THE FAMED WIND TUNNEL

OF THE MOTOR INDUSTRY RESEARCH
ASSOCIATION.

A TECHNICIAN CARRIES OUT
A THOROUGH QUALITY-CONTROL CHECK

OF THE EVOLUTION'S CHASSIS
PRIOR TO POWDER COATING.

THE STEEL SPACE-FRAME CHASSIS
FEATURES

A HIGHLY TRIANGULATED STRUCTURE,

A FULL ROLL CAGE,

AND LARGE REAR AND SIDE
CRUMPLE ZONES.

THESE ELEMENTS, ALONG WITH
THE STURDY MIG-WELDED JOINTS,

RESULT IN A REMARKABLE DEGREE
OF TORSIONAL RIGIDITY.

ULTIMA BUILDS THE BULK
OF THE SPACE FRAME

FROM 38-MILLIMETER STEEL TUBING,

EXCEPT FOR THE ROLL CAGE,

WHICH IS MADE WITH 45-MILLIMETER
COLD-DRAWN SEAMLESS TUBING.

THE CHASSIS IS
THEN SHOT-BLASTED,

SPRAY PRIMED, AND POWDER COATED.

A TECHNICIAN NOW
BEGINS THE PROCESS

OF CLADDING THE CHASSIS
IN ALUMINUM SHEETS.

HE STARTS BY SQUEEZING A BEAD
OF SEALANT AROUND A PERIMETER.

HE THEN PLACES A PRE-CUT

AND FINISHED SHEET
ON THE SEALANT.

THE ALUMINUM IS
1.5-MILLIMETER NS4,

AN ALLOY KNOWN
FOR ITS FORMABILITY

IN SPITE OF
ITS HIGH STRENGTH AND HARDNESS.

AS HE PLACES EACH SHEET,

HE ANCHORS IT IN POSITION
BY INSERTING A RIVET

INTO ONE OF
THE PRE-DRILLED HOLES.

HE FILLS ALL THE HOLES
WITH RIVETS,

THEN SLIDES THE HEAD OF A GUN
OVER THE RIVETS' GUIDE DOWEL

AND SQUEEZES.

SQUEEZING DEFORMS
THE TAIL OF THE RIVET

TO 1.5 TIMES ITS ORIGINAL SIZE,

LOCKING IT IN PLACE
AND SNAPPING OFF THE DOWEL.

PANELING THE ENTIRE CHASSIS
WITH ALUMINUM SHEETS

SERVES MORE THAN ONE PURPOSE.

IT CREATES
A PASSENGER COMPARTMENT,

WATERPROOFS THE COCKPIT,
SMOOTHES AIRFLOW UNDER THE CAR,

PROVIDES MOUNTING POINTS
FOR VARIOUS COMPONENTS,

SUCH AS THE BATTERY,

AND IMPROVES
THE TORSIONAL RIGIDITY

OF THE CAR AS A WHOLE.

A SPECIALIST APPLIES
A PIGMENTED GEL COAT

TO THE HIGH-GLOSS MOLD
OF THE HOOD AND FENDERS.

ONCE THE FIRST LAYER CURES,
HE WILL APPLY A SECOND LAYER.

HE NOW ROLLS A LIQUID RESIN

ONTO A PRE-CUT MAT
OF FIBERGLASS.

THIS PROCESS
IS CALLED WETTING OUT.

AFTER WETTING OUT THE FLIP SIDE,

HE CARRIES IT TO THE MOLD

AND MANUALLY PRESSES IT
INTO PLACE.

AFTER TRIMMING OFF THE EXCESS
MATERIAL WITH SCISSORS,

THE SPECIALIST USES A BRUSH

TO DAB THE FIBERGLASS
MORE FIRMLY INTO PLACE.

NEXT, HE CONSOLIDATES
THE MATERIAL

WITH A SMALL ROLLER,

SMOOTHING THE MATERIAL
INTO EVERY CORNER OF THE MOLD,

ENSURING THERE ARE
NO AIR POCKETS

BETWEEN THE LAYERS OF FIBERGLASS
AND THE GEL COAT.

HE LEAVES IT TO CURE
IN THE MOLD FOR 24 HOURS.

TO CREATE RETURNS
IN THE FIBERGLASS PANEL,

FLANGES ARE BOLTED IN PLACE.

ONCE THE MATERIAL HAS CURED,

THE SPECIALIST REMOVES ALL BOLTS
FROM THE FLANGES

AND THEN CAREFULLY REMOVES
EACH FLANGE.

HE AND A COLLEAGUE EXTRACT
THE FIBERGLASS BODY SECTIONS,

WHICH COME OUT
WITH A HIGH-GLOSS FINISH

REPRESENTATIVE OF
THE EXTREMELY HIGH-QUALITY MOLD.

INCREDIBLY,
THIS MANUFACTURING METHOD

REMOVES THE NEED
FOR A PAINT JOB.

BUT THAT DOESN'T MEAN
THE PANELS ARE FINISHED.

IN THE TRIM SHOP, A SPECIALIST

USES A DIAMOND-TIPPED
GRINDING WHEEL

TO CUT THE NECESSARY OPENINGS.

ALTHOUGH MOST OF THE SURFACES
REQUIRE NO FINISHING,

A FEW SPOTS
WHERE FLANGES WERE REMOVED

NEED TO BE SMOOTHED
TO A HIGH GLOSS.

AFTER SANDING THEM DOWN,

A SPECIALIST APPLIES
A CUTTING PASTE

AND BUFFS THE SURFACE

WITH A LAMBSWOOL ATTACHMENT
ON AN ORBITAL MOP

BEFORE ADDING
A PROTECTIVE POLISH.

♪♪

Narrator: ALTHOUGH
THE EVOLUTION'S SEATS

BEAR NO OBVIOUS RESEMBLANCE

TO THE CAR'S GLOSSY
EXTERIOR BODY,

UNDERNEATH THE LEATHER
AND ALCANTARA UPHOLSTERY,

THEY'RE MADE OF EXACTLY
THE SAME MATERIAL

IN EXACTLY THE SAME WAY.

BUILT IN A MOLD
WITH LAYERS OF FIBERGLASS,

EACH SEAT HAS
FOUR LOCATION POINTS

WHERE IT WILL BE ATTACHED
DIRECTLY TO THE CAR'S CHASSIS.

HERE, A SPECIALIST
ADDS FOUR LUGS

AND LAMINATES THEM IN PLACE
WITH RESIN.

HE THEN COVERS THE DEPRESSIONS
WITH LAYERS OF FIBERGLASS

AND CONSOLIDATES THEM FIRMLY
INTO POSITION WITH A ROLLER.

THE FIBERGLASS USED FOR BOTH
THE CAR BODY AND THE SEATS

IS CALLED
THE CHOPPED STRAND MAT,

WHICH COMES IN
DIFFERENT WEIGHTS.

FOR THE EVOLUTION,
THE MANUFACTURERS

RELY ON TWO LAYERS OF A MAT

THAT WEIGHS 13 OUNCES
PER SQUARE YARD.

THIS MATERIAL IS
A BIG PART OF THE REASON

THAT THE EVOLUTION IS
SO REMARKABLY LIGHTWEIGHT.

AFTER THE LUG WELLS
HAVE BEEN COVERED,

THE EDGES ARE TRIMMED

AND THE OPENINGS
FOR THE SEAT BELTS MADE.

A TECHNICIAN SPRAYS AN ADHESIVE

ON THE INTERIOR SURFACE
OF THE SEAT...

...THEN SPRAYS A FOAM CUT-OUT,
AS WELL.

HE CAREFULLY POSITIONS
AND ADHERES THE FOAM

TO THE INTERIOR LEFT SIDE PANEL
OF THE SEAT.

HE WRAPS THE FOAM
TO THE EDGE OF THE SEAT.

SOME CAR MANUFACTURERS
OFFER SEATS

WITH ELECTRONICALLY ADJUSTABLE
LUMBAR SUPPORT

FOR THE BASE OF THE SPINE.

BUT ULTIMA'S UNUSUAL SOLUTION

IS A MANUALLY ADJUSTED
PNEUMATIC SUPPORT.

A TECHNICIAN INSTALLS THE DETAIL
AND TESTS IT OUT.

A FEW SQUEEZES OF A PUMP

ARE ENOUGH
TO CREATE AN AIR PILLOW

THAT COULD MAKE
ALL THE DIFFERENCE

ON A LONG DRIVE.

ALTHOUGH THE INTERIOR
OF THE EVOLUTION

IS RELATIVELY NO-NONSENSE,

IT FEATURES A NUMBER
OF FINELY CRAFTED DETAILS,

INCLUDING THE LEATHER
AND ALCANTARA SEAT COVERS.

HERE, A TAILOR MAKES THEM
ONE BY ONE

WITH THE AID OF
A POWERFUL SEWING MACHINE,

FINISHING THE EDGES
WITH COLOR-MATCHED PIPING.

WHEN FINISHED, SHE TRIMS OFF
THE EXCESS MATERIAL

WITH SCISSORS.

INSIDE AND OUT, THE EVOLUTION
IS TRULY A HANDMADE CAR.

IN KEEPING WITH
THE HIGHLY CUSTOM-MADE NATURE

OF THE VEHICLE,

CUSTOMERS CAN CHOOSE
ANY COLOR THEY WISH

FOR THE PIPING AND STITCHING.

AN UPHOLSTERER
BEGINS THE PROCESS

OF APPLYING THE SEAT COVER
ONTO ITS BASE,

CAREFULLY BRUSHING ADHESIVE
OVER THE LEATHER.

IT REQUIRES CONSIDERABLE
MANUAL SKILL AND STRENGTH

TO WRAP THE UPHOLSTERY
AROUND THE SIDE EDGES.

IT'S NO ACCIDENT

THAT THE EVOLUTION'S SEATS
HAVE HIGH SIDES.

THEY HAVE TO BE HIGH IN ORDER
TO HOLD THE DRIVER AND PASSENGER

FIRMLY IN PLACE
WHEN TAKING CORNERS,

DUE TO THE LATERAL G-FORCES

PRODUCED BY
A CAR THIS POWERFUL.

IN FACT, ULTIMA
SET THE WORLD RECORD

FOR THE ROAD CAR SKIDPAD TEST

BY LOGGING A LATERAL GRIP
OF 1.176 "G"

AROUND A CIRCLE
200 FOOT IN DIAMETER.

THIS ATTESTS TO THE CAR'S
REMARKABLE CAPACITY

FOR HANDLING AND CORNERING
AT HIGH SPEED.

THE UPHOLSTERER
CAREFULLY CUTS OUT

THE SET OF OPENINGS
IN THE COVER,

THROUGH WHICH THE SEAT BELTS
WILL BE INTRODUCED.

HIGH-STRENGTH PLASTIC GROMMETS
FIT SNUGGLY INTO THE OPENINGS.

IT GOES WITHOUT SAYING
THAT IF YOU'RE GOING TO DRIVE

A CAR THAT CAN PERFORM
LIKE THE EVOLUTION,

YOU NEED TO BE
SECURELY BELTED IN PLACE.

HAVING DESIGNED
THE EVOLUTION'S SEATS

TO MAXIMIZE HEAD ROOM, LEG ROOM,
AND ERGONOMIC COMFORT,

ULTIMA BUILDS EACH ONE
FROM SCRATCH.

♪♪

Narrator: WHILE ULTIMA SELLS
THE EVOLUTION FULL ASSEMBLED,

ADVENTUROUS BUYERS
CAN ALSO PURCHASE IT AS A KIT

AND BUILD IT THEMSELVES.

HERE, ULTIMA PREPARES

THE CONVERTIBLE VERSION
OF THE EVOLUTION

FOR SHIPMENT AS A KIT.

THOSE WHO RELY ON
ULTIMA TEAM MEMBERS

TO ASSEMBLE THEIR EVOLUTIONS

ARE IN GOOD HANDS.

HERE, A TECHNICIAN
FITS THE WISHBONE COMPONENT

OF THE REAR SUSPENSION
ONTO THE CHASSIS,

FIRST INSTALLING THE BEARINGS
ON THE ATTACHMENT POINTS

WITH THE HELP OF
A TEMPORARY FILLER RODS,

WHICH HE REPLACES
WITH HIGH-TENSILE BOLTS.

THE WISHBONES ARE CUSTOM-MADE
FOR THE EVOLUTION,

USING PRECISION TIG WELDING.

NEXT, HE CAREFULLY INSTALLS
THE CAR'S STRUTS.

HE STARTS BY ATTACHING

THE UPPER STRUT MOUNT
TO THE CHASSIS.

HE JOINS THE BOTTOM OF THE STRUT
TO THE WISHBONE.

CUSTOM-DESIGNED,
VALVED, AND SPRUNG,

THE STRUTS ARE HIGHLY ADJUSTABLE
FOR BUMP AND REBOUND.

THE HUB IS MADE OF
LM25 ALUMINUM,

A CORROSION-RESISTANT CASTING.

THE TECHNICIAN ATTACHES IT
TO THE TOE LINK ADJUSTER,

THE COMPONENT THAT ALLOWS
FOR ADJUSTING

THE TOE IN OR TOE OUT
OF THE VEHICLE.

HE NOW BRINGS
THE FOUR-PISTON BRAKE CALIPER

TO THE CURVED-VANE,
CROSS-DRILLED VENTED DISC

AND CAREFULLY INSTALLS IT.

A FINAL TORQUE
WITH A RATCHET AND WRENCH

SECURES THE HUB IN PLACE.

THE EVOLUTION HAS
TWO FUEL TANKS,

ONE IN EACH SIDE OF THE CAR.

ULTIMA HAS THE TANKS MADE

FROM SHEETS OF COMMERCIAL
SOFT-GRADE 1050 ALUMINUM.

HAVING ALREADY CUT OUT AND BENT
ALL THE NECESSARY SHAPES,

A SPECIALIST TACK-WELDS
THEM TOGETHER.

HE SPACES THE TACK WELDS CLOSELY

TO PREVENT THE ALUMINUM
FROM BUCKLING

WHEN HE WELDS A FULL SEAM
AT THE JOINTS.

FOR TACK WELDING,
HE USES SUCH A HIGH AMPERAGE

THAT IT SIMPLY FUSES
THE ALUMINUM TOGETHER.

BUT WHEN WELDING THE SEAMS SHUT,

HE USES A SOFT 4043 WELDING ROD
WITH A 5% SILICA MIX,

WHICH PROVIDES
GOOD FLOW AND PENETRATION.

ULTIMA DESIGNED THE GAS TANKS

TO ENABLE GOOD AIRFLOW
IN COMPONENT PACKAGING.

THE SLOPE ON ONE SIDE
OF EACH TANK

LINES UP WITH VENTS
THAT ALLOW AIR

TO FLOW INTO THE ENGINE BAY
AND COOL IT.

TO MAKE THE HUBS, ULTIMA
STARTS WITH AN ALUMINUM CASTING

WHICH IS FINISHED ON A LATHE
AND A CNC MILLING MACHINE.

AFTER THE LATHE DOES ITS WORK,

A TOOL CALLED AN END MILL RIPPER
REMOVES EXCESS MATERIAL.

THE CNC MACHINE
DRILLS THROUGH HOLES

WHERE THE BRAKE CALIPERS
WILL ATTACH.

TO COOL THE WORK AREA,

THE MACHINE SPRAYS
A SPECIAL COOLANT

OF SYNTHETIC OIL
DILUTED WITH WATER.

AFTER ONE HOUR AND
FOUR DIFFERENT OPERATIONS,

THE CNC IS DONE.

A SPECIALIST REMOVES THE BURRS
LEFT BY THE MILLING PROCESS

WITH A HANDHELD
HIGH-SPEED GRINDER.

HE MANUALLY DEBURRS THE OPENINGS
FOR THE ATTACHMENT POINTS

WITH A DIFFERENT TOOL.

TURNING THE ALUMINUM CASTING
INTO A FINISHED HUB

TAKES BETWEEN 1 1/2
AND 2 HOURS IN TOTAL.

A TECHNICIAN BRINGS
THE FULLY MACHINED FRONT HUB

TO THE CHASSIS.

THE FRONT HUB IS CONSIDERABLY
SMALLER THAN THE REAR HUB

AND BOLTS TO THE WISHBONES
AND BALL JOINTS VERTICALLY,

RATHER THAN LATERALLY.

BUT THE DISC AND BRAKE
ARE EXACTLY THE SAME SIZE HERE

AS THEY ARE IN THE BACK.

AT THIS POINT,
IT COMES AS NO SURPRISE

THAT THE ALL-ALUMINUM
GEARSHIFT MECHANISM

IS CUSTOM-MADE
FOR THE EVOLUTION.

ONCE THE MECHANISM IS IN PLACE,

THE TECHNICIAN ATTACHES
THE GEAR-CHANGE CABLES

TO THE SHIFTER
VIA A BALL JOINT.

THE HEAVY-DUTY CABLES
ARE CAPABLE OF HIGH LOADS,

AND THESE, TOO,
HAVE BEEN CUSTOM-MADE

FOR THE EVOLUTION'S
PRECISE SHIFTING REQUIREMENTS.

ULTIMA BUILDS THE CENTER CONSOLE

FROM ULTRA-LIGHTWEIGHT
CARBON FIBER.

WHERE A RACECAR WOULD LEAVE
THE SHIFTER AND CABLE EXPOSED,

THIS SLEEK FEATURE IS REQUIRED
FOR THE CAR TO BE STREET-LEGAL.

♪♪

Narrator: A TECHNICIAN BRINGS
THE LEFT-SIDE FUEL TANK

TO THE CHASSIS.

HAVING TWO INDEPENDENT TANKS

PREVENTS THE CAR
FROM EXPERIENCING FUEL SURGES.

WITH THIS STEP,
THE CAR IS NOW READY

FOR ITS GEL-COAT-FINISHED BODY.

THE TECHNICIAN INSTALLS
THE RIGHT-HAND SIDE POD.

THIS INCLUDES A VENT
THAT WILL HELP COOL THE BRAKES.

HE ALIGNS AND HOLDS THE POD
IN PLACE WITH A SCREW.

SEALING AND RIVETING THE PANEL
TO THE CHASSIS HAPPENS LATER.

ULTIMA CALLS THE BODYWORK
THAT SURROUNDS THE COCKPIT

THE CENTER TUB.

TEAM MEMBERS CARRY IT
TO THE CHASSIS

AND LOWER IT OVER THE ROLL CAGE,

READY TO BE SEALED
AND RIVETED IN PLACE.

NEXT, THEY INSTALL
THE FRONT SECTION,

A SINGLE-PIECE UNIT THAT
INCLUDES THE FENDERS AND BUMPER.

SINCE THIS IS A MID-ENGINE CAR,

THE REAR PORTION HINGES OPEN
FOR ACCESS TO THE POWER PLANT.

THE EVOLUTION'S DOOR HINGES
UPWARD AT A 45-DEGREE ANGLE.

THIS DOOR STILL REQUIRES
FINAL TRIMMING,

ALIGNING, AND FINISHING.

TO ADD TO THE CAR'S
TORSIONAL RIGIDITY,

ULTIMA BONDS THE DASHBOARD
DIRECTLY INTO THE CENTER TUB.

A TECHNICIAN INSTALLS
THE CAR'S GAUGES.

IN KEEPING WITH THE OLD-SCHOOL
APPEAL OF THE EVOLUTION,

ULTIMA HAS STUCK
WITH ANALOG DIALS,

WHICH HAVE PROVEN
TO BE SIMPLE, RELIABLE,

AND EASY TO READ AT A GLANCE.

THE RED BUTTON IS ALSO TO READ.

ULTIMA USES A FULLY DRESSED
CHEVY LS V-8

FOR THE EVOLUTION.

THE LS IS THE SAME ENGINE
CHEVY USES IN THE CORVETTE,

BUT FULLY CUSTOMIZED
TO THE EVOLUTION.

CUSTOMERS CAN CHOOSE
15 DIFFERENT POWER OPTIONS,

FROM 345 TO 1,020 HORSEPOWER.

80% OF BUYERS
OPT FOR 500 HORSEPOWER --

MORE THAN ENOUGH
FOR A CAR THIS LIGHT.

NEXT, THEY INSTALL
THE EVOLUTION'S GEARBOX,

A PORSCHE SIX-SPEED TRANSAXLE
KNOWN FOR ITS PERFORMANCE,

DURABILITY, AND
BULLETPROOF RELIABILITY.

A PAIR OF DRIVESHAFTS CONNECTS
THE TRANSAXLE TO THE HUBS.

HALF THE WEIGHT
OF CONVENTIONAL DRIVESHAFTS,

THEY'RE MANUFACTURED
FROM THE S155 STEEL --

THE BRITISH AEROSPACE EQUIVALENT
OF U.S. STEEL GRADE 300M.

THIS HIGH-STRENGTH ALLOY
IS PART

OF WHAT HELPS THEM HANDLE
UP TO 1,020 HORSEPOWER.

THE SEATS MAXIMIZE HEAD ROOM.

ULTIMA CALCULATES

THE EVOLUTION FITS DRIVERS
UP TO 6'8" TALL.

A HAND PUMP SITS
WITHIN EASY REACH.

A FEW SQUEEZES INFLATES

THE LUMBAR SUPPORT CUSHION
SEEN EARLIER.

SIMPLE, HARD TO BREAK,
AND EASY TO FIX,

THE LUMBAR SUPPORT
CAN BE MINUTELY ADJUSTED

TO THE DRIVER'S NEEDS.

LOCAL HARDWARE STORES
DON'T STOCK THE MATERIAL

USED TO MAKE THE EVOLUTION'S
BODY GRILLWORK.

ULTIMA HAS THIS HEXAGONAL
ALUMINUM GRID CUSTOM-MADE.

THEY THEN FORM
THE PIECES INDIVIDUALLY

WITH THE HELP
OF A PRESS AND A FORM.

PINS LOCATE THE MATERIAL.

THEN, A SERIES OF SPACERS
BRING IT WITHIN REACH.

THE RESULT IS
A PERFECTLY FORMED GRILLE.

BUT IT'S NOT FINISHED.

FIRST, IT NEEDS TO BE TRIMMED,

LEAVING NOTHING MORE
THAN A SLIM FLANGE.

THEN, IT'S ANODIZED BLACK.

THE FINISHED PRODUCT
CAN BE SEEN ALL OVER THE CAR,

FROM THE FRONT BUMPER
ENTRY GRILLE

TO THE VENTILATION
ON TOP OF THE REAR HOOD.

WHILE THE ANALOG DIALS
AND MANUAL STICK SHIFT

HELP GIVE THE EVOLUTION'S
COCKPIT A CLASSIC LOOK,

CUSTOMERS CAN OPT FOR
THE FUTURISTIC RACECAR-INSPIRED

STEERING WHEEL
WITH BUILT-IN DIGITAL DISPLAY.

TEAM MEMBERS CONDUCT ONE
OF THE MANY PRE-DELIVERY CHECKS

THEY SUBJECT THE EVOLUTION TO

THROUGHOUT
THE MANUFACTURING PROCESS.

ULTIMA'S QUALITY-CONTROL
PROTOCOL REQUIRES

CHECKING ALL PARAMETERS OF A CAR

BEFORE DELIVERING IT
TO ITS NEW OWNER.

THE LE MANS GROUP "C"-DERIVED
BODY OPENS UP COMPLETELY,

WITH DOORS, FRONT SECTION,
AND REAR HOOD ALL IN THE AIR,

FOR EASY ACCESS
TO EVERY PART OF THE CAR.

A CERAMIC COATING
ON THE EXHAUST SYSTEM

HELPS REDUCE HEAT
IN THE ENGINE BAY,

WHICH IS ALSO
WELL-VENTILATED FROM BELOW.

FROM THE COMFORTABLE,
SECURE SEATS

TO THE THE MINIMALIST
BUT FINELY CRAFTED COCKPIT,

THE EVOLUTION EMBODIES
ULTIMA'S GOAL

OF CREATING A TIMELESS-LOOKING
ROAD-GOING SUPERCAR.

THE EVOLUTION'S
SUPERCHARGED 6.8-LITER V-8

CRANKS OUT 1,020 HORSEPOWER,

WHILE THE CAR ONLY WEIGHS
A LITTLE OVER A TON.

THAT'S WHY IT CAN HIT
60 MILES PER HOUR

IN LESS THAN 2 1/2 SECONDS,

MAKING IT ARGUABLY

THE QUICKEST PRODUCTION CAR
IN THE WORLD.

♪♪