All language subtitles for Porsche Edition

Narrator: Today on

"HOW IT'S MADE: DREAM CARS,
PORSCHE EDITION"...

the 911 and the 918 spyder
two supercars

built by one of Germany's
most iconic automakers.

Captions by VITAC
www.vitac.com

CAPTIONS PAID FOR BY
DISCOVERY COMMUNICATIONS

The sixth largest city
in Germany stuttgart

is known as the cradle
of the automobile.

Here, the Porsche family
designs and assembles

some of the most famous
sports cars on the planet.

3,000 employees
work to manufacture

Porsche's most celebrated car
the 911 coupe.

In 1963,
ferdinand Alexander Porsche

designed the original 911
to be called the 901,

but there was
a little competition

an existing model
from a competing automaker

forced Porsche
to rename the car the 911.

By 1964,
the Porsche 911

was the most dynamic sports car
of the period.

This car is the result
of a long history,

with the creation
of the 1939 type 64

a model with
an all-aluminum chassis

whose final version
never emerged.

Porsche considers it

the grandfather
of all their cars.

Since the beginning, the company
has created sports cars

and cars specifically
for motor sports.

This 911 is the most
sophisticated model ever built,

with futuristic design,
advanced technologies,

improved engine performance,
and a lightweight body.

It's a supercar that epitomizes

tradition, innovation,
and a racing pedigree.

The 911 starts with
the bodyshell assembly,

where the chassis is made
with mild steel and aluminum.

Production islands with
weld-and-transfer robots

put together
the largest parts

notably,
the base of the engine bay.

The three robots
are programmed to work on

all variants of the model.

Two workers verify the quality
of the spot welding.

Inspecting each weld,
they execute necessary changes,

as well as measure the distance
between the parts.

When the workers complete
their assessment,

robots move the parts
to another workstation.

The car's bodyshell side panels

move via a conveyor lift
to a welding station.

A worker installs the panels
into a secure section

where robots weld the parts
with precision.

Since the car's chassis
is a monokote structure

rather than
a traditional chassis,

the side panels are attached
with the base already complete.

Automated guides
hold the panels in place

while they are welded
to the base.

The bodyshell assembly line
delivers the doors,

and weld robots secure them

by precisely welding
the hinges to the body.

However, it's only temporary,

since the doors will be taken
away after the painting process,

only to be reattached
on the vehicle assembly line.

Other frame parts
in the car's rooftop

are welded
to the vehicle platform

in this automated
assembly section.

An automated lift moves
the skeletal body of the car

to another station
for treatment and inspection.

Workers inspect the body

and verify the strength and
quality of the machined welds.

Afterward,
the structure is taken

by an overhead conveyor lift

to another assembly line
for parts and cleaning.

At this stage,
workers install the hood cover

and carry out manual cleaning.

Using soft cloths
and special cleaning agents,

workers eliminate
any construction dust

along the body's surface.

The frame,
weighing 80 pounds less

than the previous
generation's chassis,

is moved by a transfer lifter
to the paint shop.

The painting process begins
by dipping the body

into a bath
of cathodic dip primer.

Cathodic paint enhances

the corrosion resistance
of the car's structure,

bringing the body closer
to an immune state.

Next, a high-pressure shower
rinses the frame

to remove any excess paint

before the frame dips into
the primer treatment again.

Seven consecutive
primer baths are employed

to shield the car's bodyshell
from rust

and other environmental damage.

By flipping and returning
the body into the basin,

the primer paint
is guaranteed to reach

every cavity and corner.

It also eliminates any streaks

that might develop
at intersections.

After the paint is cured
in a 30-minute drying procedure,

the structure moves
into another room

where paint robots underseal
with seam-sealing paint,

which consists of a pvc coating.

This layer of protection
waterproofs all seals

and eliminates additional
possibilities of corrosion.

In another paint room, the body
receives a filler coating.

Paint robots
apply this base coat,

which serves to protect the body
from flying stones.

The filler-coating color
is selected by the customer.

All paint colors can be
reproduced at an added cost.

The structure
requires eight layers

of the environment-friendly,
water-based filler coating

for full coverage.

Once the paint is cured,

the bodyshell moves
to another area

where robots apply
two solvent-based clear coats

to provide protection
against scrapes and scratches.

A worker wearing
protective gloves

to avoid any contact
with the new paint

installs the company's crest
on the hood

with a specially crafted clamp,

revealing the symbol
of stuttgart's pride.

Narrator: The 911 may be

Porsche's most iconic
sports car,

but the 918 spyder is Porsche's
supercar of the future.

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.

The appeal of the Porsche 911
is its iconic design,

but the excitement is from
a 6-cylinder flat engine

producing 350 horsepower

more than enough driving force
for any road.

A worker delivers
pre-picked engine components

such as the crankcase,
the crankshaft, and pistons.

Using a rod-connecting machine,

a worker assembles piston rods
to heads for a perfect match.

A leak-proof ring
surrounds each piston head.

The worker gently slides
the combined unit

into the cylinder block
of the crankcase.

Once all the pistons are set,

the cylinder block
moves to a new workstation.

With the aid
of a lifting device,

a worker lowers the crankshaft
onto a worktable.

Using lubricated clamps,
he installs and fastens

the connecting rods of each
piston to the crankshaft

using an air-impact screwdriver.

After securing the piston rods,

the worker adds metal timing
chains to the crankshaft.

Too heavy to handle manually,
using a mechanized lifter,

a worker lowers the crankshaft

into the casing
of the crankcase,

firmly attaching it
into position.

He also checks that
all moving parts are functional.

As the two separate cases
of the crankcase

roll into a containment room,

transfer robots raise one part
onto the other.

The two parts are
precisely aligned and linked.

The six pistons are now in

horizontally opposite positions
of one another.

A worker shifts
the new engine block

into a carrier
called a crossmember,

which transports the engine
to select stations

for further assembly.

In the next circuit, a worker
installs a cylinder head gasket

onto the engine block,

which will exist between
the two housing parts.

The accompanying
cylinder-head section,

which houses the camshaft,

is precisely fastened into place
with an air-impact wrench.

The worker
rotates the engine block

and installs
a second cylinder head gasket

onto the other end
of the engine block.

He lowers another large piece
of the engine block

with the help
of a lifting device.

The worker also puts large bolts
into specific positions

before sending
the near-complete engine

to another section
involving more automation.

On the crossmember,

the engine block shuttles
to a new workstation.

After the double-overhead
camshaft is complete,

a robot installs
and fastens a cover.

Each screw is carefully
put into place

and turned
by a measured rotation.

The turning power
is extremely precise

for a well-sealed completion,

avoiding any unnecessary
tightness or damage.

The entire engine assembly
rotates

and is set to a new position

before entering a cabinet
for a cold test.

This assessment device checks
the new engine with a leak test,

flow test, and pressure test

by simulating its function
with the assistance

of an automated air pump.

When the tests are successful,

the central part
of the flat engine is complete.

The installation of tubing
is next.

Placement
of the intake manifold,

followed by exhaust manifold,

complete the 3.4-liter
flat 6-cylinder engine assembly.

At the end of the line,

a worker transfers the motor
to a robotic cart.

Using guidance signals,
the cart travels

to the Porsche 911
vehicle assembly line.

Narrator: The Porsche
918 spyder's v-8 engine

is coupled
to dynamic hybrid modules.

The modules
not only allow the car

to operate fully electrically,
but 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 interior of the Porsche 911
is impressively sophisticated,

it's fitted with the finest
leather in a variety of colors.

The car's interior is designed
to suit any customer's taste.

In the upholstery shop,

leather color is chosen
according to customer choice.

Manufacturer-approved cowhide,

bought from certified
cattle herds,

sits on
an optical scanning table

which removes any wrinkles.

Within seconds, recognition
by a high-definition camera

assesses the leather's size,
holes, and marks in detail.

Using a special mouse,
the worker marks defects

and traces those areas
for further recognition.

This eliminates
any imperfections

and is essential to cutting
the leather into pieces.

The car interior requires
the leather of five cows.

And in this process,
40% of the leather is discarded.

Once complete, the worker
places a code on the skin

for identification
in the next process.

A worker spreads the leather
on an automated cutting table.

With the identification code,

the leather will be cut
into patterned pieces.

The computerized system confirms
the cutting of all pieces

with precise customization.

On the cutting table,
a very small ecojet

sprays water at a high pressure,

repeatedly creating
contours and outlines

without tearing
or damaging the leather.

The worker removes
any residue or remains,

keeping the patterned pieces

sliced by the ecojet
leather cutter.

Wearing white gloves
and using a spatula

to avoid any wear
on the material,

he stacks each new piece
with others

to send to the sewing room.

Using industrial
sewing machines,

skilled garment workers stitch
the pieces of leather together

with high-strength
needles and thread.

The thread colors
often match or contrast

the pigment
of the leather cutouts.

A worker places
the upper unit of the dashboard

and its leather counterparts,

infused with high-strength
bonding glue,

onto a casting unit.

Lowering a pressing device,

it establishes
a marriage of the materials.

Ensuring that each section of
the leather is properly fitted,

the worker pulls the material
to smooth it on all sides,

matching the seams to the frame.

Precision finishing tools,
like a directional heater,

certify that the leather
is perfectly joined

into every cavity of the
dashboard frame

without overlooking
any imperfections.

The worker places
the dashboard part

into a special kiln
to fully dry the adhesive

and perfectly join
the materials.

When dried, the unit travels
to a new workstation.

A worker places
a rear plastic panel

onto the inside of
the leather-bound dashboard.

An automated cover
contains the area

while a bonding device braces
the parts with fastening ties.

The shape and construction
of the upper dashboard

make installing the car's
dials and switches easy.

Once the fully upholstered
dashboard is partially equipped,

workers securely install it
into the cockpit

using a mechanical lifter
and air-impact screwdrivers.

The car's body moves along
the vehicle assembly line,

protected by vinyl coverings.

And without the doors,

interior installation work
is much easier to execute,

like placing a glass sunroof.

Two window-assembly robots
are responsible

for the installation of
the front and rear windshields.

The first robot
applies an adhesive paste

around the glass edges

as the second robot gently
aligns the window into position

using infrared sensors
for accuracy.

As a next-level sports car,
the construction

of the Porsche 911
continues on multiple stories

all within the same building.

Narrator:
The Porsche 918 spyder's

4.6-liter, 8-cylinder engine
produces 608 horsepower,

achieving 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 Gage

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 Porsche 911
engine, transmission, and axles

are mounted by a synchronous
elevating platform,

workers also use the platform
to install options

like all-wheel drive,
ceramic brakes,

or a sports chassis.

Adding to the car's assembly,
a worker affixes the gearbox

to the 3.4-liter
flat 6-cylinder engine block.

Both parts are lowered
with a hoist onto a workstation

where systems, including
the drivetrain and suspension,

will join the machinery.

Workers attach and align
the exhaust system.

Raised and transported
by a suspended conveyor lift,

workers slowly lower the body

to ensure the engine block,
dampers, and suspension

slide directly into
their designated locations

without any complications.

Commonly known
as the marriage of elements,

workers bolt
the drivetrain and chassis

to the body of the car.

Adding to the car's
flair and safety,

two workers mount the bumpers.

Another worker,
using a preset mold,

attaches the legendary nameplate
with care and precision.

A simple adhesive
and finishing roller

keep it together.

And a quick wipe-down adds to
the shine of the car's identity.

The car now enters
the final stations

of the vehicle assembly line.

Using a lifting device,

a worker mounts the tires
and rims onto each wheel plate.

The company's assembly planning

uses the cost-effective
"just in time" strategy,

which avoids keeping any
inventory of parts in overstock.

At this station,
the car regains its doors.

Manufactured offsite by recaro,
a name synonymous with racing,

the sporty, leather bucket seats
are fit into the cabin.

After body
and electrical adjustments

on the vehicle's assembly line,

the car will undergo
driving tests.

A worker drives the car
onto test rollers.

Computerized laser sensors
scan labels on each wheel

and monitor their movement

for alignment, tire balance,
and handling qualities.

At another workstation, a worker
shakes the wheels laterally

to manually check
the axle alignment.

Sensors and computer software
help perfect the adjustments.

Next, a worker
assesses the orientation

of the car's optical blocks
and light units.

A worker drives the car onto
another set of test rollers.

In this exercise, while
the accelerator is pressed,

a device called a dynamometer
records motor performance.

It measures
the power and torque output

delivered by the 3.4-liter
flat 6-cylinder engine.

A water-leakage test
uses mid-pressure showers

as a worker searches for leaks
in the cabin using a flashlight.

When the extensive drive tests
are successful,

the car is ready
to exit the plant.

The factory in the zuffenhausen
district of stuttgart, Germany,

produces more than
40,000 cars per year

twice the amount
since the early '90s.

Only variants of this model
and another model

are assembled here.

Instantly recognizable

and originally engineered
for the racetrack,

this car continues to stir
emotion and garner attention,

just as it did
in its original year.

With a perfect leather interior,
advanced technology,

and powerful 3.4-liter
flat 6-cylinder engine,

this car is one of
the most captivating sports cars

in the entire world.

Although a grand departure
from the first 911,

this car still retains
a lot of the original styling

with a modern edge

and the gift
of new aerodynamics.

For this automaker,
form always follows function.

This car is no exception
to the rule,

which has made it
classically appealing

for more than 40 years.

As one of Germany's
hallmark dream cars

the compact Porsche 911
is powerfully agile

and visually legendary
without compromise.

The Porsche 918 spyder's
combination 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.