Original subtitles

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.