All language subtitles for How Its Made S26E05 Champagne and ATMs 1080p AMZN WEB-DL DDP2 0 H 264-SLAG_track4_[eng]

--Captions by VITAC--
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CAPTIONS PAID FOR BY
DISCOVERY COMMUNICATIONS

Narrator: THE WORD CHAMPAGNE

IS OFTEN USED TO DESCRIBE
SPARKLING WHITE WINES.

BUT TRUE CHAMPAGNE CAN ONLY COME
FROM THE CHAMPAGNE REGION

OF FRANCE.

IT MUST MEET A LONG LIST
OF SPECIAL REQUIREMENTS

BEFORE RECEIVING
THE COVETED LABEL.

THE CHAMPAGNE INDUSTRY
IS HEAVILY REGULATED.

THE GRAPES MUST BE LOCALLY GROWN
IN THE CHAMPAGNE REGION

OF FRANCE.

THEY CAN ONLY USE THREE TYPES
OF GRAPES, BLACK PINOT NOIR,

PINOT MEUNIER,

OR WHITE CHARDONNAY,
TO PRODUCE CHAMPAGNE.

ADDITIONAL RULES REGULATE
HOW THE GRAPES

CAN BE PRUNED, PICKED,
PRESSED, FERMENTED AND AGED.

WORKERS HARVEST THE GRAPES
IN MID-SEPTEMBER.

THEY USE AERATED CRATES
TO TRANSFER THE CROPS

TO A GRAPE PRESS.

THEY CRUSH THE GRAPES

AND IMMEDIATELY FILTER
THE JUICE.

THE GRAPE SKINS AND PULP
CAN ALTER THE JUICE'S FLAVOR,

SO THEY HAVE TO BE REMOVED
QUICKLY.

VINTAGE CHAMPAGNE IS FERMENTED
IN OLD OAK BARRELS.

THEY USE A SULFUR DISK
TO DISINFECT THE BARRELS

BETWEEN USES.

FIRST, A WORKER
LIGHTS THE DISK AND INSERTS

IT THROUGH A HOLE ON THE SIDE.

THE FLAME GOES OUT ONCE
IT'S SEALED INSIDE THE BARREL.

THE SULFUR SMOKE
FILLS THE BARREL

AND KILLS OFF ANY BACTERIA.

NON-VINTAGE CHAMPAGNES

ARE PRODUCED
IN THESE STAINLESS STEEL TANKS.

THEY START THE FERMENTATION
PROCESS BY ADDING YEAST

TO THE GRAPE JUICE.

IN ABOUT 10 DAYS, THE YEAST

TURNS THE SUGAR INTO ALCOHOL
AND CARBON DIOXIDE GAS.

THE ALCOHOL LEVEL OF THE WINE
IS NOW ABOUT 10 1/2 PERCENT.

THERE ARE NO BUBBLES YET

BECAUSE THE CO2 ESCAPED
THROUGH THE TOP OF THE TANK.

EACH FERMENTATION BARREL
AND TANK

IS LABELED BASED ON WHERE
THE JUICE INSIDE ORIGINATED.

THE GRAPE JUICES FROM EACH
VILLAGE HAVE DISTINCTIVE TASTES,

CAUSED BY DIFFERENCES IN SOIL
COMPOSITION AND SUN EXPOSURE.

BLENDING BEGINS
AFTER THE FIRST FERMENTATION.

THE WINERY'S EXPERTS EXPERIMENT
WITH DIFFERENT COMBINATIONS

UNTIL THEY FIND THE TASTE
AND AROMA THEY'RE LOOKING FOR.

THEY BOTTLE THE MIXTURE
WITH YEAST AND SUGAR,

AND PLACE IT IN A COLD,
DAMP CELLAR FOR 5 WEEKS.

THIS SECOND FERMENTATION
RAISES THE ALCOHOL CONTENT

TO 12 1/2 PERCENT.

AFTER FERMENTATION,

THEY LIE THE BOTTLES
DOWN HORIZONTALLY

AND LET THE CHAMPAGNE AGE
FOR UP TO 10 YEARS.

AFTER THE AGING,

THE BOTTLES GO INTO A MACHINE
THAT FREEZES THE NECK.

THE YEAST RESIDUE FREEZES IN
A SMALL ICE CUBE UNDER THE CORK.

THE CARBON DIOXIDE IS INVENTED
DURING THE SECOND FERMENTATION.

WHEN WORKERS OPEN EACH BOTTLE,

THE GAS PRESSURE
EJECTS THE ICE CUBE.

THIS PROCEDURE IS CALLED
DISGORGING.

A WORKER TURNS THE BOTTLE

TO MINIMIZE THE AMOUNT
OF CHAMPAGNE THAT ESCAPES.

THEN HE SMELLS IT TO MAKE SURE
THE CHAMPAGNE HASN'T SPOILED.

THE WINERY

MAKES A SPECIAL LIQUEUR
OUT OF WINE AND CANE SUGAR,

WHICH THEY ADD TO THE CHAMPAGNE.

THE AMOUNT OF LIQUEUR ADDED
BRINGS THE CHAMPAGNE TO ONE

OF THREE SWEETNESS LEVELS,

KNOWN AS BRUT, SEC,

OR DEMI-SEC.

THE FILLING MACHINE SECURES
THE NEW CORK WITH A WIRE CAP.

THE NEXT MACHINE ROTATE THE
BOTTLES TO MIX IN THE LIQUEUR.

THEN THE BOTTLES
GO INTO THE CELLAR

FOR AT LEAST 3 MONTHS.

AFTER THEY COME
OUT OF THE CELLAR,

THE BOTTLES GO THROUGH
AN AUTOMATED WASHING MACHINE.

A WORKER INSPECTS EVERY BOTTLE
FOR FLOATING CORK PARTICLES

OR FLAWS IN THE GLASS.

THE LABELING MACHINE'S
FIRST STATION PLACES

GOLD FOIL OVER THE NECK.

THE FOIL LABEL
BEARS THE WINERY'S NAME.

THE SECOND STATION FIRES A SHOT
OF COMPRESSED AIR

TO MOLD THE FOIL
TO THE SHAPE OF THE CORK.

THE THIRD STATION GLUES
ON THE NECK LABEL.

IT'S MADE OF VARNISHED PAPER.

THEN, THE LAST STATION

APPLIES AN ADHESIVE LABEL
TO THE FRONT OF THE BOTTLE.

A SCANNER MAKES SURE THE FOIL

AND LABELS
ARE IN THE CORRECT PLACE.

THIS BOTTLE OF CHAMPAGNE
IS FINALLY READY TO DRINK.

WHEN YOU POP THE CORK, THE GAS
TRAPPED INSIDE GENTLY ESCAPES.

SHAKING THE BOTTLE
JUST BEFORE OPENING

WILL CAUSE AN EVEN MORE DRAMATIC
CHAMPAGNE EXPLOSION.

EITHER WAY, IT'S THE PERFECT
DRINK TO CELEBRATE ANY OCCASION.

CHEERS.

Narrator: BEFORE THE AUTOMATED
TELLER MACHINE,

WITHDRAWALS AND DEPOSITS
WERE MADE IN PERSON.

THEN, IN THE 1960s,

SIMPLE CASH MACHINES STARTED
TO APPEAR ALL OVER EUROPE.

LATER, MORE SOPHISTICATED
VERSIONS WERE DEVELOPED.

TODAY'S ATMs
MAKE IT EASY AND CONVENIENT

TO BANK OUTSIDE
OF NORMAL BUSINESS HOURS.

ATMs ARE MADE OF TWO SECTIONS.

THE BOTTOM IS A STEEL SAFE
THAT HOUSES THE CASH DISPENSER.

THE HEAD MODULE CONTAINS
ALL THE USER FEATURES ON TOP.

MOST OF THE ATM'S NON-ELECTRONIC
PARTS ARE CUT FROM STEEL SHEETS.

WORKERS LOAD THE STEEL SHEETS

INTO A COMPUTER-GUIDED
LASER CUTTING MACHINE.

THE LASER USES FOCUSED LIGHT
TO GENERATE INTENSE HEAT.

THE HEAT MELTS THE STEEL
TO MAKE THE CUTS.

THE SIMPLER PARTS ARE STAMPED
WITH A DIE AND A PRESS.

NEXT, A ROBOT LOADS

THE PIECE INTO A FULLY-AUTOMATED
COMPUTER-GUIDED BENDING PRESS.

THE PRESS BENDS THE PART
INTO THE REQUIRED SHAPE.

A COMPUTER GUIDED SPOT WELDER

FUSES THE SIMPLE PARTS
TOGETHER AT SET INTERVALS.

FOR MORE COMPLEX PARTS,

A COMPUTER GUIDED 3-D LASER
WELDS THE ENTIRE JOINT.

AN AUTOMATED TRANSPORT SYSTEM

DIPS THE STEEL PARTS
IN A METAL PRIMER

TO PREVENT CORROSION.

AFTER DIPPING,
THEY DRY THE PARTS IN AN OVEN.

THE HOUSING PARTS ARE SPRAYED
WITH LIQUID OR POWDER PAINT.

THEN THEY GO INTO AN OVEN
TO BAKE ON THE COLOR.

THIS IS THE INTERNAL STRUCTURE
FOR THE ATM'S HEAD MODULE.

WORKERS ASSEMBLE ALL THE
MODULE'S INTERNAL COMPONENTS,

INCLUDING THE POWER UNIT
AND THE ATM'S COMPUTER.

THEN, THEY LOWER THE HEAD MODULE
ONTO THE ATM'S STEEL SAFE.

THE SAFE'S WALLS
CAN BE UP TO 2 INCHES THICK.

THERE'S A SEPARATE ASSEMBLY LINE
FOR THE OPERATION PANEL.

THIS PANEL GOES ON THE FRONT
OF THE HEAD MODULE.

IT CONTAINS EVERYTHING USED
IN AN ATM TRANSACTION,

FROM THE CARD READER,
TO THE KEY PAD,

AND EVEN THE SPEAKER SYSTEM.

THE KEY PAD ENCRYPTS THE USER'S
PERSONAL IDENTIFICATION NUMBER

INSIDE THE ATM.

THE MACHINE HAS UP
TO THREE SECURITY CAMERAS.

THEY RECORD THE KEY PAD,
THE CASH TRAY AND THE ATM USER.

WORKERS CONNECT THE MONITOR
TO THE INTERNAL COMPUTER.

THEY ALSO INSTALL THE CARD
READER AND THE RECEIPT SLOT.

AT THE BANK'S REQUEST,

THEY CAN INSTALL
A SEPARATE MODULE FOR DEPOSITS.

HOWEVER, THIS ATM USES THE CASH
OUT SLOT TO ACCEPT DEPOSITS.

WORKERS ALSO INSTALL
THE SHUTTER,

A COMPUTER-CONTROLLED FLAP
ON THE CASH OUT SLOT.

IT OPENS WHEN THE MACHINE
ACCEPTS A DEPOSIT

OR DISPENSES MONEY.

NEXT, WORKERS
MOUNT THE OPERATION PANEL

TO THE HEAD MODULE.

ON A SEPARATE ASSEMBLY LINE,

THEY PREPARE THE ELECTRONIC
MECHANICAL UNIT.

IT DISPENSES THE MONEY

AND ACCEPTS CASH
AND CHECKS FOR DEPOSITS.

WORKERS LOAD CASSETTES INTO THE
UNIT FOR EACH CASH DENOMINATION.

THE BANK WILL SEPARATE AND STOCK
THE CASH FOR THEIR ATM.

BEFORE THEY INSTALL THE UNIT
IN THE ATM,

THEY HOOK IT UP
TO A TEST COMPUTER.

THEY TEST A FEW DIFFERENT
TRANSACTIONS WITH FAKE BILLS

TO MAKE SURE
IT DISPENSES THE CORRECT AMOUNT.

IF THE UNIT PASSES TESTING,

WORKERS
INSTALL IT IN THE ATM SAFE.

THEY RUN A COUPLE
OF THE FINISHED MACHINES

THROUGH SEVERAL
QUALITY CONTROL TESTS.

FIRST, A SHAKE TEST

ENSURES THE ATM CAN WITHSTAND
A BUMPY RIDE DURING TRANSPORT.

NEXT, THEY CONDUCT A SHOWER TEST

TO ENSURE THAT RAIN
WON'T DAMAGE AN OUTDOOR ATM.

THERE'S ALSO A CLIMATE TEST.

THEY PLACE THE ATM IN A CHAMBER
THAT SIMULATES TEMPERATURE

RANGING FROM NEGATIVE 40 DEGREES
TO OVER 120 DEGREES FAHRENHEIT.

ATMs DESIGNED
FOR EXTREME TEMPERATURES

USUALLY HAVE BUILT-IN HEATING
OR COOLING SYSTEMS.

EVERY ATM COMES WITH BASIC
OPERATING SOFTWARE INSTALLED.

THE BANKS THEN
INSTALL THEIR CUSTOM SOFTWARE

OR HAVE THE MANUFACTURER
DO IT FOR THEM.

IT TAKES A POWERFUL ENGINE
TO MOVE A CRUISE LINER

OR A CARGO VESSEL.

TURBOCHARGERS HELP
MAKE IT POSSIBLE.

THEY DOUBLE THE DIESEL
ENGINE'S OUTPUT

TO 100,000 HORSEPOWER OR MORE.

TURBOCHARGERS ALSO USE EXHAUST
GASES TO RUN THE COMPRESSOR.

IN A SHIP'S ENGINE,

THE TURBOCHARGER IS
A WELCOME BREATH OF FRESH AIR.

IT'S CAPABLE
OF SIGNIFICANTLY BOOSTING

THE ENGINE'S PERFORMANCE.

IT DOES THIS BY COMPRESSING
ALMOST 200 FEET

OF AIR PER SECOND,

THEN THRUSTING THAT AIR INTO
THE ENGINE'S COMBUSTION CHAMBER.

FIRST,
THEY MAKE THE TURBINE WHEEL.

IT'S USED
TO EXTRACT THE EXHAUST GASES.

A LONG CUTTING TOOL
KNOWN AS A BROACH

CARVES A TREE-SHAPED PATTERN
AROUND THE EDGE OF A STEEL DISK.

THE PINE TREE SHAPES

ARE DESIGNED TO INTERLOCK
WITH THE MATCHING BLADES.

NEXT, A COMPUTER-GUIDED SAW
SLICES A BRASS ALLOY

CYLINDER INTO SMALL BEARINGS.

THESE BEARINGS WILL SUPPORT
THE TURBINE SHAFT.

THEY MAKE SEVERAL BEARINGS
IN A RANGE

OF SIZES AND MATERIALS
FOR DIFFERENT TURBOCHARGERS.

COMPUTERIZED TOOLS MILL THE
SURFACE OF THE AXIAL BEARING.

THEY ALSO DRILL HOLES
TO CONNECT THE TURBINE ROTOR

AND THE CASING.

THIS IS THE COMPLETED BEARING.

A WORKER INSERTS ONE

OF THE TURBOCHARGERS
NICKEL ALLOY BLADES IN A MOLD.

HE LEAVES THE FOOT
OF THE BLADE STICKING OUT.

HE SLIDES THE MOLD
DIRECTLY UNDER A SPOUT,

WHICH DISPENSES A HOT
LIQUEFIED TIN ALLOY.

HE FILLS THE MOLD TO THE TOP.

THE TIN ALLOY SOLIDIFIES,
ENCASING THE BLADE

JUST BELOW THE FOOT.

THIS STRUCTURE WILL FIT
INTO A CLAMPING DEVICE

IN THE GRINDING OPERATION.

AN EMPLOYEE
INSERTS THE TIN-ENCASED BLADES

INTO TENSIONING DEVICES
IN THE GRINDING MACHINE.

INSIDE THE TENSIONING DEVICE,

A CLAMPING MECHANISM
GRIPS THE BLADES.

AS COOLANT FLOWS,

A COMPUTERIZED GRINDER
CARVES GROOVES IN THE FEET.

THEY'RE SPECIALLY DESIGNED
TO ENGAGE WITH THE TREE PATTERN

ON THE TURBINE DISK.

THEY PULL THE TIN ALLOY BLOCKS
OUT OF THE MACHINE.

THEY BREAK THE TIN ALLOY,

AND REMOVE THE BLADE INSIDE.

NOW, IT'S READY TO BE CONNECTED
TO THE TURBINE WHEEL.

A WORKER SLIDES THE BLADE FOOT
INTO PLACE ON THE TURBINE DISK.

THEN HE BENDS A CLIP
BACK HALFWAY, WITH PLIERS.

HE TIGHTENS THE ALIGNMENT
WITH A CLAMP.

HE HAMMERS THE CLAMP
DOWN FURTHER,

UNTIL IT LAYS FLAT
AGAINST THE BLADE FOOT

AND TURBINE WHEEL.

THIS SECURES THE BLADE
TO THE WHEEL.

HE CONTINUES UNTIL THE BLADES
ARE IN PLACE.

IT TAKES 41 BLADES
TO COMPLETE THE JOB.

NEXT, COMPUTERIZED TOOLS MILL
THE ALUMINUM COMPRESSOR WHEEL

AND PREPARE IT FOR CUTTING.

THE TOOLS CARVE BLADES
AND GROOVES IN THE COMPRESSOR.

THE DESIGN MAKES THE COMPRESSOR
MORE AERODYNAMIC.

AN AERODYNAMIC COMPRESSOR
IS IMPORTANT

BECAUSE IT ALLOWS MORE AIR
TO REACH THE SHIP'S ENGINE.

HERE'S THE COMPRESSOR WHEEL

BEFORE AND AFTER
THE MILLING OPERATION.

NEXT,
THEY RUN THROUGH COMPRESSOR

THROUGH A SAFETY TEST.

THEY LOWER IT INTO A CHAMBER

AND SPIN IT A LOT FASTER THAN
IT WOULD NORMALLY OPERATE.

THEY CONFIRM THAT THE COMPRESSOR
CAN WITHSTAND A SPEED

OF 27,000 REVOLUTIONS
PER MINUTE WITHOUT BREAKING.

NEXT, THE COMPRESSOR WHEEL
RECEIVES AN ULTRASONIC CLEANING.

HIGH FREQUENCY SOUND WAVES
RIPPLE THROUGH THE WATER

TO SCRUB OFF ANY GREASE

AND CONTAMINANTS.

A WORKER USES A BLOWER TO START
DRYING THE COMPRESSOR WHEEL.

THEN, HE LOWERS IT INTO A DRYER
TO GET RID

OF ANY RESIDUAL MOISTURE.

WHEN WE RETURN,

THIS MARINE TURBOCHARGER
WILL BECOME SEAWORTHY.

STAY TUNED.

Narrator: TURBOCHARGERS
DELIVER FRESH AIR

TO BIG SHIP ENGINES.

THIS ENHANCES THEIR COMBUSTION

AND ADDS
TO THEIR MECHANICAL MIGHT.

TURBOCHARGERS HELP

MAKE THESE DIESEL ENGINES AMONG
THE MOST POWERFUL IN THE WORLD,

ALLOWING THEM TO MOVE
GIGANTIC VESSELS

SWIFTLY THROUGH THE WATER.

A TECHNICIAN
SHINES AN ULTRAVIOLET LIGHT

ONTO THE SURFACE
OF THE COMPRESSOR WHEEL.

THIS ILLUMINATES ANY FINE CRACKS

THAT COULD COMPROMISE
ITS QUALITY.

IF NO CRACKS ARE FOUND,
THEY START ASSEMBLING THE ROTOR.

THE EMPLOYEE SLIDES BEARINGS
ONTO THE MAIN SHAFT AND TURBINE.

HE USES A CRANE

TO ALIGN THE CENTER HOLE
OF THE COMPRESSOR WHEEL

WITH THE SHAFT.

HE GUIDES IT INTO PLACE
AND FITS IT TO THE BEARING.

THEN HE SCREWS A CONE-SHAPED CAP
ONTO THE END.

THE TURBINE WHEEL IS CONNECTED
TO ONE END OF THE SHAFT,

AND THE COMPRESSOR
IS CONNECTED TO THE OTHER.

THE CORE PARTS OF THIS
TURBOCHARGER ARE NOW ASSEMBLED.

A TECHNICIAN LOCKS THE ROTOR
IN A BALANCING MACHINE.

WHEN HE ACTIVATES THE MACHINE,
THE ROTOR STARTS SPINNING.

SENSORS DETECT THE SPEED

AND THE ANGULAR POSITION
OF THE ROTOR.

THEY ALSO CHECK
FOR ANY POSSIBLE IMBALANCES.

THE TEAM USES THIS INFORMATION
TO SHAVE DOWN THE ROTOR

AND BRING IT INTO BALANCE.

THEN, THE FINAL ASSEMBLY
OF THE TURBOCHARGER BEGINS.

THE TEAM SCREWS THE IRON CASING
TO THE GAS OUTLET.

THEY ATTACH THREE BEARINGS
TO IT.

THIS INSERT IS CALLED
THE LABYRINTH COVER.

IT WILL ACT AS A SEAL
FOR THE TURBINE DISK AND SHAFT.

THE LONG BOLTS FIT INTO HOLES
IN THE BEARING CASING.

HE MOVES TO THE OTHER SIDE,

AND SECURES THE PROTRUDING BOLTS
AND NUTS.

HE REMOVES THE COMPRESSOR WHEEL
TEMPORARILY TO SLIDE THE SHAFT

THROUGH THE CENTER BEARING.

THE TURBINE WHEEL FITS PERFECTLY
OVER THE LABYRINTH COVER.

ON THE OTHER SIDE,

HE BOLTS THE LABYRINTH DISK
TO THE CASING.

THE LABYRINTH DISK PROTECTS
AGAINST HOT TURBINE EXHAUST GAS

AND PREVENTS OIL LEAKAGE.

THEN, HE RE-INSTALLS
THE COMPRESSOR WHEEL.

MEANWHILE, AN EMPLOYEE

WRAPS ROCK WOOL INSULATION
AROUND THE GAS INLET CASING.

IT'S MADE OF CAST IRON

AND BUILT TO WITHSTAND GASES AS
HOT AS 900 DEGREES FAHRENHEIT.

THEY COVER THE PART WITH
A HEAT-RESISTANT FABRIC JACKET.

THEN IT'S READY TO BE MOUNTED
TO THE GAS OUTLET CASING.

WORKERS USE A CRANE
TO MOVE IT INTO POSITION.

THEY ALIGN THE HOLES IN THE PART
WITH THE THREADS IN THE CASING.

THEN THEY BOLT IT INTO PLACE.

THEY INSTALL A CAST IRON CASING
AROUND THE COMPRESSOR WHEEL

AND SECURE IT WITH NUMEROUS
NUTS AND BOLTS.

THEY HOIST AN INSERT PART
INTO PLACE

BETWEEN THE COMPRESSOR WHEEL
AND THE CASING.

AIR WILL FLOW BETWEEN THE INSERT
AND THE COMPRESSOR

BEFORE TRAVELING TO THE ENGINE
FOR COMBUSTION.

THE TURBOCHARGER IS NOW READY TO
BE INSTALLED IN A SHIP ENGINE.

THIS IS DONE
IN THE FACTORY'S ASSEMBLY HALL.

ONCE IN PLACE,

THEY FIRE UP THE ENGINE
AND TEST ITS PERFORMANCE.

THEY EVALUATE HOW MUCH POWER THE
TURBOCHARGER ADDS TO THE ENGINE.

THEY ALSO ASSESS
THE TURBOCHARGER'S IMPACT

ON FUEL EFFICIENCY.

THIS TURBOCHARGER
MEETS EXPECTATIONS.

SOME CARS AND TRUCKS USE SMALL
TURBOCHARGERS IN THEIR ENGINES,

BUT THESE BEHEMOTHS SHOULD
DELIVER TWICE THE AIR PRESSURE

OF THOSE MODELS,

SO THE SHIP'S CAPTAIN
WILL HAVE ALL THE POWER

HE NEEDS TO NAVIGATE
THE HIGH SEAS.